Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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Docket No. 861.26
TRANSLATItJG CE1JTER CONTROL SYSTEM
N. J. Adams
R. H. DellaRovere
8. G. Jex Courter
Background of the Invention
t4odern hi gh perforr.~ance fighter ai rcraft are capable of
sophisticated flight manuevers, including tight turning and rapid
acceleration/deceleration. These capabilities enable the
aircraft to evade enemy missiles and rockets, and manuever for
better advantage in close-in air-to-air combat. However, this
improved aircraft manueverability and agility is
counterproductive if the resulting forces imposed on the pilot
are beyond hunan tolerances or degrade his capability to control
the aircraft during these maneuvers. Conventional wisdom for
dealing with the increased forces on the pilot has been to
recline his seat to a laidback configuration (40°-70° seat
back angle). Recent studies conducted by Rockwell International
Corporation, the present assignee, have demonstrated, however,
that equivalent increases in g-tolerance can be achieved with
pilots leaning forward at angles only a fraction of those
required for layback tolerance. For example, U.s. patent No.
4,834,322 issued 30 May 1989, entitled "Nigh G Protection
System", assigned to Rockwell International Corp., discloses a
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seat restraint system for supporting the occupant in a leaned
forward or crouched position. This results in a reduced
hydrostatic column between the aorta and retina of the eye of the
occupant. Reduction in the hydrostatic column relates directly
to an increase in g-tolerance. fhe ability to withstand
increased g forces (both high g and rapid onset rates) directly
avoids G-induced Loss of Conciousness (GLOC).
Forward leaning enables the pilot to withstand increased
5-forces, but at the expense of controller accessibility in
conventionally configured fighter aircraft. Side-mounted or
large displacement flight control stick and throttles are
extremely awkward to use while in a forward lean position and/or
during extreme aircraft dynamic manuevering loads. Current
aircraft flight management philosophy is Hands-On-Throttle-
And-Stick (HOTAS); i.e., continuous contact with the primary
flight ccntrols during critical portions of a mission (combat
manuevers, takeoff and landing, etc.). HOTAS is difficult in a
conventionally configured aircraft if the pilot is utilizing the
forward lean.
In addition, the military services are increasing the size
ranges for anthropometric accommodation in fighter aircraft from
5th and 95th percentiles to 1st to 99th percentiles, with the aim
of increasing~the available pool of prospective pilots (both male
and female). Current control configurations cannot accommodate
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Docket No. 86L26
the extended size ranges of body dimensions (seated eye height,
arm and leg reach) without complex seat adjustment.
Typically a pilot adjusts his seat for external vision over
the nose of the aircraft and over the side of the aircraft.
However, once the seat is adjusted for such an "over-the-nose"
view, the crew member is unable to adjust his hand controls for
that particular seat adjustment.
U. S. Patent No. 3,170,711 issued to G. R. Dunifon, entitled
"Movable Steering Column" discloses a movable steering column
that may be displaced from a normal operative position to a
displaced position for the purpose of easy access to and egress
from the driver's seat of a motor vehicle. In addition, the
invention provides an adjustable steering column that may be
adjusted into an infinite number of operative and driving
positions, preferably along a plane having a substantial vertical
component. This latter feature permits the steering colur~n to be
adjusted for optimum steering ease and visibility for each
individual vehicle operator.
U. S. Patent No. 3,693,997, issued to H. Dreyer, entitled
"Adjustable Steering Column For Motor Vehicles," discloses
another adjustable stEering column for a motor vehicle in which
the position within the vehicle of a steering wheel attached to
the upper end~of the steering column can be readily adjusted by
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Docket No. 86L26
adjusting the overall length and the inclination of the
adjustable steering column.
U. S. Patent No. 4,209,074, issued to L. E. York, entitled
"Adjustable Control Console," discloses an adjustable control
console for a vehicle, includinc a base for attachment to a
vehicle, a mer~ber, rigid mounting links pivotly interconnecting
the base and the member in a manner like that of a parallelogram
linkage to allow fore and aft movenent of the member, at least
one control element movably mounted on the member, and a rigid
control link connected to the control element and extending there
from toward the base, the links being selectively, simultaneously
extensible to allow adjustment of the space in between the merlber
and the base.
While the Dunifon, Dreyer and York patents provide for a
range of driver sizes, they all address ground based vehicles
exclusively, and with only the primary steering task accomplished
by the device.
U. S. Patent Ne. 4,667,901, issued to G. F. Herndon, entitled
"Apparatus For Adjustably P~iounting An Ejection Seat In An
Aircraft," discloses an adjustable seat mounting to allow greater
anthropometric accommodation in ejection seat equipped aircraft.
However, only conventional upright posture and side mounted
controllers are accommodated by that system, not the g-force
tolerant forward lean. Additionally, the method disclosed by
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Docket No. 86L26
Herndon requires complex seat adjustment raechanisms which have
the potential for failure during critical periods, such as
ejection, which might prevent pilot escape.
Objects and Sucunary of the Invention
It is a principal object of the present invention to provide
the crewmember wi th the abi 1 i ty to mai ntai n conti nuous contact
with the primary flight controls during any flight phase.
It is another object to allow adjustment of the primary
fl i ght control s for a range of crewmember anthropometry between
the 1st and 99th percentiles.
It i s yet another object to al l ow the crewmember to uti 1 i ze
the forward lean posture while maintaining contact with the
primary flicht controls.
Other objects, advantages and novel features of the present
invention will become apparent from the following detailed
description of the invention when considered in conjunction with
the accompanying drawings.
These objects are achieved by the present invention which is
a flight management console for an air vehicle. In its broadest
aspects the flight management console includes an elongated
pedestal connected at a first end to a rigid support structure
located forward and below the front instrument panel, capable of
translating up and aft or down and forward relative to the front
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Docket No. 86L26
panel. The pedestal is positionable forward of an associated
seat along a plane which bisects the associated seat and is
parallel to the pitch plane of the vehicle. Primary flight
controls are mounted on a second end of the pedestal. Adjustment
means are provided for positioning the pedestal at the desired
location along the plane which is parallel to the pitch plane,
the console thereby allowing easy ingress, egress and control of
the primary flight controls, according to the individual
crewmember~s anthropometry. The flight management console
provides the crewmember with the ability to maintain continuous
contact with the primary flight controls during any flight
phase. It is particularly adapted for use in a seating
arrangement which utilizes the forward lean posture inasmuch as
i t permi is the crewmember a degree of sel f support i n hi gh g
maneuvers by allowing the crewmember's forearms and elbows to
brace against his knees and thighs while in a forward lean
posture.
Brief Description of the Drawings
Fi Sure 1 i 11 ustrates a si de vi ew of the crewmember i n an
upright position and, in phantom, in a forward lean posture,
utilizing the flight r~anagement console of the present invention.
Fi gure 2 f s a pl an vi ew of the crewmember uti 1 i zi ng the
present invention.
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Docket No. 86L26
Figure 3 is a face on view of an instrument panel of an
aircraft, illustrating the flight management console of the
present invention.
Figure 4 is a view along line 4-4 of Figure 3, illustrating
the positionability of the pedestal of the present invention.
The same elements or parts throughout the figures of the
drawings are designated by the same reference characters, while
equivalent elements bear a prime designation.
Detailed Description of the Preferred Embodiment
Referring to the drawings and characters of reference marked
thereon, the flight management console of the present invention
is generally designated 1G. The flight manageraent console 10 is
illustrated in its aircraft environment, including the canopy of
the ai rcraft 1 abel ed 12. The crewmember 14 i s shown seated upon
an ejection seat assembly generally comprising a seat pan 16 and
seat back i s. The crewmember 's feet are posi ti oned on a rudder
pedal asser~~bly 19. The ejection seat assembly is supported by
ejection seat rails 20 attached to the bulkhead 22.
The elongated pedestal 24 is connected at a first end to a
rigid support structure 26 located forward and below the front
instrument panel 28 of the vehicle. The flight management
console 10 also includes retraction means 30 connected at a first
end of the pedestal 24 and to the rigid support structure 26 for
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Docket No. 86L26
retracting the console 10 forwardly under the front instrument
panel 28 for safe ejection or other emergency egress. The rigid
support structure 26 may be part of a floor piece or other rigid
aircraft structure. The retraction means 30 may be a pneumatic,
hydraulic or pyrotechnic device. The elongated translating
pedestal 24 moves within a housing 32 which is also connected to
a rigid portion of the aircraft structure.
The elongated pedestal 24 has primary flight controls mounted
on its second end. These primary flight controls typically
include a flight control stick 34 and a throttle/thrust
controller 36.
Generally, the front instrument panel 28 includes a face
panel 38 and a head up display (HUD). The HUD generally includes
a combiner glass 40 and an optics box 42.
The elongated pedestal 24 is capable of translating up and
aft or down and forward relative to the front instrument panel
28. Preferably, the elongated pedestal 24 translates up and aft
or down and forward at an angle between 25o and 35° from the
longditudinal axis 44 i.e. fuselage reference line, of the
vehicle.
Referring now to Figure 2, it can be seen that the flight
management console 10 is positioned forward of its associated
seat 16,18 along a plane 46 which bisects that associated seat 18
and is parallel to the pitch plane of the vehicle. The flight
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Gocket No. 86L26
management console 10 is located between the crewmember's knees
during operation. The console 10 is held in position by
adjustment means generally designated 56. Retention pins 58 are
inserted into longitudinally spaced-apart holes 60 in the wall of
the pedestal housing 32. The pins 58 can be removed from the
holes 60 to allow the console 10 to be positioned to accor,~modate
the pilot's anthropometry. Each pin 58 is attached to a first
end of a pin bar 62. The pin bars 62 are partially separated by
a spring 64 and joined at their ends to a handle 66. The
adjustment handle 66, located on the second end of the console 10
and below the primary flight controls 34,36, is attached to the
junction of the pin bars 62. The pins bars 62 and spring 64 are
compressed by compression ring 68, which is fastened to the
inside of pedestal 24. It is emphasized that the details set
forth above with respect to the adjustment means 56 are merely an
illustrative exarple of such a means, the details of which are
not significant to the essential novelty of the invention. The
view of Figure 2 also illustrates the crewmember 14 position
relative to the side consoles 47, and auxiliary panels 48.
Figure 3 is a face on view of the front instrument panel 28,
the relationship of the flight management primary flight controls
34,36 and the front instrument panel 28 being illustrated.
Referring now to Figure 4, the retraction means 30 is shown
bolted to a rigid cross member 50 within the pedestal 24. It is
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Docket No. 86L26
emphasized that this figure is meant only to be a schematic
example of a retraction system and that many other
implementations nay be employed.
Ouri ng operati on, the crewmember~ woul d i ngress the vehicl a
and position himself within the seat 16,18, with his feet on the
rudder pedals 19. He would then adjust his seat 16,18 to permit
external vision over the nose of the aircraft and over the side
of the aircraft. Once the seat 16,18 is adjusted for such an
"over-the-nose" view the crewmember~ releases the adjustment
handle 66 and bringsthe console 10 up and aft toward himself.
When the crewmember~ has posi ti oned the consol a 10 i n a 1 ocati on
that accorx:~odates his particular anthropometric dimensions and
preferred flight posture, he releases the adjustment handle 66 to
secure the retention pins 58 and thus maintain'the console 10 in
that posi ti on. At thi s poi nt, the crewmember~ i s enabl ed to
perform any mission.
Referring back now to Figure 1, during normal flight the
crewmember 14 has conti nual control of the ai rcraft i n a
conventional upright posture shown in solid lines. For missions
incorporating high speed maneuvers that engender a high g
environment the crewmember can assume a forward lean posture,
illustrated in phantom lines 14'. He is still provided
continuous contact with the primary flight controls 34,36 during
critical portions of such a rs~ission and is provided a degree of
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Docket No. 86L26
self support by allowing his forearms and elbows to brace against
his knees and thichs while in this forward lean posture.
In an emergency situation requiring ejection or other
emergency egress, the retraction means 3U pulls the elongated
pedestal 24 forwardly under the front instrur~ent panel 28
permitting a clear path for emergency escape.
Referring back now to Figure 4, in solid lines, the console
is shown in an operational position. Phantom lines 24' and
arrow 52 illustrate the console 10 retracted outside of the
10 ejection path indicated by broken line 54.
Obviously, many modifications and variations of the present
invention are possible in light of the above teachings. It is,
therefore, to be understood that, within the scope of the
appended claims, the invention may be practiced otherwise than as
specifically described.
For example, although a single pilot example is illustrated,
it is understood that a similar center flight management console
system may be utilized for an aircraft using a tandem or
side-by-side configuration. In those situations, the principals
involved in the present invention may be utilized by each
crewmember uti 1 i zi ng a fl i ght management consol e, each a fl i ght
management console located along a plane which bisects his
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Docket No. 86126
associated seat and still para11e1 to the pitch plane of the
vehicle.
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