EP0226606A1 - Apparatus for the training and apprenticeship in aircraft flying - Google Patents

Abstract

The apparatus consists of a rigid beam (A, B, C) articulated along two axes (E, F) and placed on a pylon (D). At the end of the arm (C) is suspended a counterweight (G) articulated in (H). At the end of the arm (B) is hung a sling (J) at the end of which the aircraft is suspended (M) by a universal joint (L) allowing it to articulate in all directions around its center of gravity . To take off and fly, the aircraft uses its own engine. The aircraft, being lightened by the counterweight, will be able to take off and fly at speeds lower than normal due to the lightening of its wing load. Reformed aircraft will thus be able to fly again. Application to the learning of aircraft piloting.

Description

 APPARATUS FOR TRAINING AND LEARNING IN AIRCRAFT PILOTAGE f TECHNICAL FIELD:

05 The present invention relates to training materials and, in particular, air training devices.

The apparatus according to the invention is, among other uses, more particularly intended for teaching

10 piloting of aircraft.

The apparatus according to the invention is particularly intended, from a captive aircraft, to teach a student pilot the techniques of takeoff and landing. These maneuvers are the most delicate, especially the landing which

15 requires on the part of the pilot a good appreciation of the distances and a good coordination of the commands, in order to minimize the risk of accident during their executions.

PRIOR TECHNIQUE:

20

To provide such teaching, as well as training, the first method used was that of school planes. This method is, in fact, very expensive because it requires a conventional aircraft, flying in a conventional manner and generally offering, for each runway lapse, only one possibility of takeoff and one possibility of landing.

We know that the most important thing is to learn to land.

Given the risks attached to it, such a method also does not generally make it possible to place the student in delicate flight conditions, such as those of piloting an aircraft with the load off-center or of a landing in strong crosswinds.

PJDUΓ remedy this drawback, 35 different other methods have been proposed. One of them is the use of mechanical or electronic flight simulators. The equipment required is very expensive and, in any case, only simulates an aircraft flight. In addition, the student knows that he is not really flying and does not feel it.

Another was to make an aircraft captive to a mobile carrying structure. In this spirit, mention should be made of French patent 747,424 recommending the adaptation of an aircraft at the end of a beam, mounted articulated by a horizontal axis on a rotating head carried by a vertical carrying structure. Beyond the horizontal axis, the beam forms a small arm connected to a mechanism for controlling its pivoting. In general, for reasons of static and dynamic constructive balance, the head has two diametrically opposite beams. Such a structure has an advantage because it is possible to increase the takeoff and landing phases at will. It has, however, certain drawbacks because, in addition to its complexity, it offers no possibility of evolution of the aircraft on its three own axes, namely of pitch, roll and yaw. In addition, such a structure does not allow the relative mass of the aircraft to be modified in order to reveal real stable flight conditions at low speeds, in order to favor the learning and teaching phases. Furthermore, the conditions of evolution at altitude are

entirely dependent on the operation of the mechanism for controlling the pivoting of the beam, which implies, in order to be actuated from the aircraft, a particularly complex, delicate and costly remote control structure. We should cite, in the same genre, the teaching provided by patent GB-509,161 which has, exactly, the same drawbacks as those brought above to the account of French patent 747,424.

The present invention aims to overcome the above drawbacks by making it possible to actually fly in the in the air, just like in reality, by piloting a captive but free aircraft on its three axes, both on taxiing and in flight in the air.

The present invention relates to an apparatus offering, moreover, the possibility of modifying at will the relative mass of the aircraft, with a view to creating, from the same power characteristics of the engine of the aircraft, taxiing, takeoff conditions , flight and landing different for the same aircraft. Another object of the invention is to propose an apparatus possessing, in a positive manner, limited flight safety at altitude.

PRESENTATION OF THE INVENTION:

To achieve the above objectives, the apparatus according to the invention is characterized in that it comprises:

- on the one hand, in relation to the small bias, a counterweight provided at its base with a stop and rolling member intended to cooperate with the ground and to limit the amplitude of pivoting of the beam on the horizontal axis in the direction of elevation of the large arm,

- And, on the other hand, in connection with the large arm, means for suspending an aircraft substantially by its center of gravity ^ oe such means including two universal joints. s located near, respectively, the boom and the aircraft. The object of the invention consists essentially of a large rigid beam placed about 1/5 of its length on a supporting pylon, which gives a large arm and a small arm. This large beam is articulated on the top of the supporting pylon around. two horizontal and vertical axes. The end of the large arm can therefore turn in one direction as in the other, go up or down, having as its point of articulation the top of the pylon, the small arms doing the reverse movements. At the end of the small arm hangs the counterweight which can be weighed down or lightened. At the end of the large arm is hung the sling of a length slightly less than the height of the pylon. At the end of this sling is suspended the aircraft, substantially in its center of gravity, the aircraft thus being able to pivot in all directions, relative to the large beam.

The supporting pylon, fixed to the ground, is of rigid design. It can be a large tube held vertically by slings, a self-supporting pylon, or a construction, such as a concrete tower similar to a water tower with a room at the top, such as '' a control tower or a panoramic restaurant. At the top of this supporting pylon is installed a system of articulations making it possible to receive the large rigid beam. The counterweight suspended at the end of the small arm is calibrated, so as to lighten almost all of its mass the aircraft attached to the other end. Adjusting the counterweight will, however, leave a mass of 20 or 30 kg to keep the aircraft on the ground when unoccupied. Once the pilot installed on board, the mass to take off is only the weight of the pilot, fuel (if the engine is piston or turbine) and 'e la-tare. The fact of having thus considerably reduced the wing load of the aircraft correspondingly reduces the lift necessary for the lift of the latter which can thus take off at very low speed. Little by little, we can make the aircraft heavier by reducing the counterweight, in order to get as close as possible to a real flight. The aircraft is propelled by its own means, but, being lightened, the power required can be much lower than normal. Since the aircraft is free to move, the student pilot can learn the pitch, roll and yaw maneuvers. On the ground, the aircraft can taxi at intervals of a few meters ⁽ depending on the height of the supporting pylon and the sling), which allows the student to learn to taxi. Despite the alignment, the aircraft still experiences an inertia effect similar to the reality of flight takeoff and landing, thanks to the inertia effect proportional to the counterweight.

The movement in altitude of the aircraft, by pivoting the beam, is automatically limited by a wheel, located below the counterweight, and intended to cooperate with the ground. This wheel can be associated with a shock absorber.

The apparatus according to the invention allows aircraft, such as propeller or jet aircraft, helicopter, gyrocopter, to evolve on land and in the air. In all cases, the aircraft are suspended at the end of the sling at their center of gravity. In the case of the helicopter, like the gyrocopter, the latter are suspended above the rotor head by a system allowing rotation.

The device according to the invention makes it possible to make gliders evolve, provided that a launcher is installed driving the rigid beam in rotation on the vertical axis.

The apparatus according to the invention makes it possible to learn to maneuver aircraft, at a considerably lower cost, for an equal duration, compared to the conventional flight school on real aircraft. For an identical duration, the present invention makes it possible to devote much more time to training the maneuvers, in particular take-off and, above all, landing.

By way of example, the apparatus according to the invention can be constructed to have a large arm with a radius of 65 meters, a ^" height of 10 meters for the supporting pylon, in order to define either a diameter of 130 meters, or a revolution perimeter or track length of around 400 meters.

Given the large rotation diameter, the pilot does not feel the effect of centrifugal force. At a speed of 25 km / h, the aircraft will take approximately one minute to go around the runway, which does not give the impression of going around in circles, the effect of centrifugal force being practically zero.

With structural dimensions, such as above, the apparatus according to the invention makes it possible to operate an aircraft at an altitude of approximately 30 meters sufficient to learn the take-off and, above all, the landing phase, including that of rounding.

The device according to the invention allows a student pilot to take off, fly and land in any direction of the wind, given that it is evolving around a circular runway. It is also possible to modify the centering of the aircraft, either by moving the attachment point, or by adding judiciously placed loads, in order to subject the student to the effects of poor centering, these flight conditions being practically impossible to achieve in a traditional flight school without taking big risks.

The present invention therefore relates to an apparatus for training and piloting a captive aircraft inexpensive to build, at a very low cost price in use compared to traditional means and making it possible to devote, for a period of time of equal flight, more time learning the take-off and, above all, landing maneuvers, as well as the conjugation in flight of the three axes, pitch, roll, yaw and this safely by any time.

The inven * ^ion will be described in more detail from the accompanying drawings showing an embodiment of the apparatus.

BRIEF DESCRIPTION OF THE ESSENTIALS:

FIG. 1 is a side elevation of the aircraft training and piloting apparatus according to the invention.

Fig. 2 is a plan view of the same device, taken along line II-II of the fig. 1.

Fig. 3 is a partial elevation, on a larger scale, of the central part of the same device.

Fig. 4 is a transverse view taken, on a larger scale, along the line IV-IV of FIG. 1. Fig. 5 is a partial elevation, at greater ladder, of the articulation system of the beam on the supporting structure.

BEST WAY TO IMPLEMENT THE INVENTION:

As shown in fig. 1 and 2, the apparatus according to the invention comprises a beam composed, in an exemplary embodiment, of a central bracket A extended, on one side, by a large stiffened arm B and, on the other side, by a small stiffened arm C, the arms B and C being supported at various points by cables 1 all starting from the same attachment point 8 of the central bracket. At the end of the small arm C, a counterweight G is hung by a universal joint H allowing it to articulate in all directions. Below this counterweight G, a steerable and self-steering wheel I is fixed with a flexible shock absorber. This wheel I serves as a flexible stop and smoothly with the ground when the beam pivots on a horizontal axis, as described below. On the sides of the counterweight G, cast iron plates 12 are detachably hung. This makes it possible to lighten more or less an aircraft M suspended from a sling J attached to the large arm B, by a universal joint. The aircraft M is hooked to the sling J by a universal joint L allowing this aircraft M to articulate in all directions.

The whole assembly described in the previous paragraph is placed at the top of a vertical supporting structure D, such as a pylon, and is articulated around two axes, respectively horizontal E and vertical F.

In this case, as shown in Figs. 1, 2 and 3, the central bracket, which may be of any composition, will preferably be made up, as shown, of a main tube 15 of the two cross tubes 27 and 28, stiffened by the tubes 26. Four tubes 17 hold the tube 15 vertically by the junction point 16. The top of the tube 15 is held vertically, from point 8, by cables 2 and 20. The tubes 27 are extended by tubes 18 braced, vertically, by tubes 19 and, horizontally, by cables 9.

Under the bracket A is fixed a hinge system 31, which fits into a table 30 mounted by a pivot 34 in a cage 33 carried by the support structure D. The table 30 is mounted by a ball bearing 32 free to rotate on a vertical axis F. The structure D can be a tube fixed to the ground by any means preventing it from moving. It is held vertically by 6-stage cables from the top of the D pylon and moored to stakes (7) firmly fixed to the ground. The number of cables 6 is in sufficient quantity to allow good maintenance of the pylon D. The counterweight G is a tank filled with water or sand, but it is preferable to fill it with steel shot to reduce its volume to equal weight. This counterweight G is suspended at the end of the small arm C by a universal joint H thus allowing it to always keep a vertical balance, whatever the horizontal or inclined position of the small arm C. By the fact that this counterweight G always remains vertical, the self-rotating I wheel will always contact the ground in good conditions. This self-orienting wheel can be of a current commercial model and be associated with a shock absorber, incorporated or not. the mass to be given to the counterweight must be sufficient for the movable assembly fit, B, C to be balanced, so that the counterweight G tends to descend and, by definition, that the extrem ⁱ e- a large arm B tends to go up. All around the contr ^p μoids G, the cast iron plates 12 can be hung or unchecked easily. It is preferable that the weight of each plate 12 does not exceed 20 kg, so that a man of average strength can handle them. These plates 12 are provided with a handle to facilitate handling. The number of plates 12, to be positioned around the counterweight G, is variable, according to the weight of the aircraft M attached to the end of the sling J and according to the desired lightening of this aircraft M. Preferably, these plates will be made of steel or cast iron.

As shown in fig. 1, 2 and 4, The large arm B consists of a plurality of elementary modules 13 comprising each a section of tube 130 provided, at both ends, with two connection flanges 23. The tube section 130 is carrying, in its transverse median part, a cable-holder rhombus N connected to the flanges 23 by guying cables 5. The diamond N is constituted by radial tubes 21, the ends 24 of which are joined by tubes 22.

The modules 13 are placed end to end while being joined, on the one hand, by means of flanges 23 and, on the other hand, by means of cables 3 extending between the diamonds. At least some of the elementary modules are, moreover, suspended by the cables 1 at point 8 of the bracket A. The elementary module 13 is fixed, by the flange 23, to the corresponding end of the tube 28 of the central bracket. The assembly of the large arm thus formed is also held by cables 10 hooked to the ends of the tubes 18. All of this assembly gives a triangulation effect whose purpose is to stiffen the large arm B.

As shown in fig. Λ, 2 and 4, the small arm C is identical in design to the large arm B, only the cables are shorter. The principle for hanging cables 1 and 11 is identical. As shown in fig. 1, a sling J is attached to the end of the large arm B, by a universal joint K, which allows the sling to articulate in all directions. At the other end of the sling J, a universal joint, fitted with a hook L, makes it possible to suspend the aircraft M by its center of gravity. Other lifting systems can be used in place of the sling J, while retaining the universal joints K and L, such as rigid tubes, elastic sling or a combination of several of these solutions. Mooring points 35 and 36 are provided under the large arm and under the small arm to allow the ends of the cables of two winches 350 and 360 to be hung. These two winches are fixed to the ground, one under point 35 , the other under point 36. This system makes it possible to maneuver the mobile assembly along the axis E, in order to suspend or unhook the aircraft M and to place or remove the plates 12. POSSIBILITY OF INDUSTRIAL APPLICATION:

The aircraft M can be of any suitable type. It may be a reformed aircraft for conventional flights, but acceptable for this type of use, it may also be a dummy aircraft specially designed for the present invention. The universal joint L allows the aircraft to articulate in all directions and, therefore, to pivot around three axes of pitch, roll and yaw. The apparatus according to the invention is used in the following manner.

By operating the winches, located under points 35 and 36, the pilot causes the counterweight G to touch the ground. It places the number of plates 12 necessary to lighten the aircraft according to the type of flight desired. He operates the winches to bring the seal L of the sling J to the height of the aircraft M. He hooks this sling to the aircraft and unhooks the cables of the winches from points 35 and 36. The device is ready to operate . The pilot boarded the aircraft, started the engine and carried out the maneuvers, with a view to aircraft flight as in reality. The use of the device according to the invention has the considerable advantage of allowing a monitor pilot to follow from the ground all the maneuvers of his student and to communicate with him by radio or even by gestures.

It goes without saying that numerous modifications can be made to the aerial training device described and shown, without going beyond the ambit of the invention, for example, to the structure of the bracket A with arms B and C, during assembly. articulated in E and F. It is also possible to use other weight systems G and plates 12, as well as another stop method than that of the shock absorber wheel I. The pylon D can be replaced by a pylon - self-supporting or by a concrete tower. Finally, the sling J, which is one of the main parts of the invention described, can be in multiple forms and compositions, such as flexible, rigid, elastic. The device according to the invention is entirely removable in small, easy-to-handle components made up of tubes, cables, diamonds, counterweights. At each end of the tubes is welded a flange pierced with several holes to assemble them together. Fig. 1 shows that it can be provided to connect the aircraft M to the large arm B by a second flexible sling J .., intended to limit the elevation of the aircraft M under the effect of centrifugal force. This sling J. is attached to the arm B, ^• near the bracket A and to the center of gravity L of the aircraft and has a length calculated as a function of the desired elevation limit. This sling J. also assumes a safety function by making the aircraft doubly captive of the large arm B. It should be noted that the sling J. passes through a guide M., adapted at the end of the inner wing of the aircraft M in the case of an airplane. This arrangement makes it possible to preserve the freedom of maneuver on the roll axis.

The sling J. also has the function, when tensioned, of keeping the aircraft in the axis of the runway, by the effect of centrifugal force, in a manner analogous to that which is achieved for the circular flight models.

The device according to the invention is easily assembled, dismountable and transportable on the road, it can therefore be installed in different places according to the needs of the users.

Claims

CLAIMS: 1 - Apparatus for training and learning to pilot an aircraft (M) captive, of the type comprising a vertical supporting structure (D) at the top of which a beam (BC) is mounted by a 360 ° rotation system on a vertical axis and by a horizontal articulation axis perpendicular to the axis of the beam which forms, on either side of the vertical structure, a small arm (C) associated with an adjustable counterweight (G ⁾ and a large arm (B) provided with a means of retaining an aircraft, characterized in that it comprises: - on the one hand, in relation to the small arm (C), a counterweight (G) provided at its base with a stop and rolling member (I) intended to cooperate with the ground and to limit the amplitude of pivoting of the beam on the horizontal axis in the direction of elevation of the large arm (B), - And, on the other hand, in relation to the large arm (B), suspension means (J) of an aircraft substantially by its center of gravity, such means including two universal joints (K and L) located at proximity, respectively, of the arm and the aircraft. 2 - Device according to claim 1, characterized in that the counterweight (G) consists of an adjustable mass structure suspended from the small arm by a universal joint (H). 3 - Apparatus according to claim 1 or 2, characterized in that the counterweight (G) is provided at its base with a stop member, rolling and damping (I). 4 - Apparatus according to one of claims 1 to 3, characterized in that the counterweight (G) is provided at its base with a stop member, rolling and damping constituted by a self-orientating wheel. 5 - Device according to one of claims 1 to 4, characterized in that the counterweight (G) comprises a structure on which can be removably adapted, plates ballast (12). 6 - Apparatus according to claim 1, characterized in that the suspension means (J) are constituted by a rigid sling. 7 - Apparatus according to claim 1, characterized in that the suspension means (J) are constituted by a flexible sling. 8 - Apparatus according to claim 1, characterized in that the small arm (C) and the large arm (B) are each provided with a winch (36, 35) winding-unwinding of a mooring cable to ground. 9 - Apparatus according to claim 1, characterized in that the small arm (C) and the large arm (B) of the beam are, respectively, constituted by the association end to end of elementary building modules each comprising a section of tube (13) provided with end flanges (23), a cable-holder diamond attached in the transverse median plane of the tube section and guying cables (5) extending between the diamond and the two ends of the tube section, said modules being joined together by the collars and by cables (3) extending between the diamonds. 10 - Apparatus according to claim 1, characterized in that the beam comprises a hinge system (31) ^ cooperating, for mounting the horizontal articulation axis, - with a complementary system adapted on a table (30) mounted rotating along a vertical axis on the vertical supporting structure. _ _t 11 - Apparatus according to claim 1 or 10, characterized in that the beam is motorized in rotation. 12 - Apparatus according to claim 1, characterized in that in addition the aircraft (M) is connected, by its center of gravity, to the large arm (B) by a flexible sling (J.).