claim, is: 1. In combinatioii, an tirplaiip, ivitig, an ,tileron on the wing, a'nd itieans autojiiatically positioniiig the aileroii to inei-ease lift capacity of the wing wheii the win(y is under high attack angle or low speed fli@ht conditions. 2. In combination, an airplai)e -,ving, a verti(!all swingable aileroii oii the wing, iiieans autom:,itically lowering the aileron to inctease wiiig lift c apacity under high atta.ek angle or 'low speed flight conditions, and said ai-leron aiitomat;cally raised by air pressiires acting 4"@ t] reori un(ler low attack angle or high speed flight con(.Iitionq. 3. In combi n atioi, an air I p ane wing, a vertically swin(rible aileron thereon, lateral cont,-Ol mecl)anism for swinging said aileron, 41, and -meatig aiitomatically lowering the aileron to inerease wiiig lift (.-apacity under high attack an(yle oi- loiv speed flight conditions, said aileron vertically swingable by the lateral coiitrol iiieebanism wlien in atitomaticilly loivei-ed position. 4. Iii combiiiation, an airplane wing a vertically swin(,al)le aileron thereon, lateral control mechanisin for swinging said aile-on, illeans atitoi-riatica-Ily lowering said aileron to itierc,,-se the lift capa6i@y Qf the wing under the conditions of high attacl@ angle or low speed flight,'sa;-(l aileron automatically raiseld by air pressjires acting tlier6on under the conditions of low- attack angle or high speed fli-lit,- and said lateral control mechadism ope-able to swiii@,r said aileron for literat co-itrol with t-he aileron in iiiy autoiiiatically assumed position o.f the tileron. 5. An airpl,,tne wing, a vertically swingable Iateral control surface thereon, resilient means operatively coupled witli and exerting a force on the control surface througliout the Pormal flight :,aiige of t,he wiiigs to lower the said control-surface, said means lowering the control surface fo wing lift capacity increas- 70 ing position under the conditions of hi&h wiiig attack angle or low speed,flight, and the lateral control siirf ace raised aaainst the force exerted by said means by th@pressu-es acting on the control surface under the coil- 75 ditiong of low wing attack angle or hi-h speed flight. 6. An airplane wincr. a vertically swn,_Yable n I f lateral control siirface, mechani m or vertically swinging said lateral control stirface, so said mechanism including resilient means .,-co!itinuously exerting a force on the control surface throuohoiit the normal flight range of sufficient itiagnitude to lo-wer the same to iiierease wing lift-capacitv under the pres- 85 stii-e conditions on the aileron at Iiigh wing at-tack angle or low speed flight, and said iiiechanism opei-able to verticilly siviilg said siii-face foi, lateral control with the surfacclowered by said resilient means. 90 7. An airplane wing, a vertically swingable lateral control surface, a push aiid pull ttibe unit operatively coupled with said stirface f6r vertically swinging the same for lateral (,ontrol, resilient meaiis operatively 95 a,-,sociated with said tube unit to cause the game to automatically lowe,r the literal control stirface under the pressure conditions acting on the control surface at norint-I high win- attack angle or low speed fliaht siid 100 resilient ineans formed to yield u@der the pressures acting oii the control siirf ace at norinal low attack @ngle o, h@gli'spc@ed flight for aiitomatic raising of the control F--,tirface by stieli pressures agaiiist the force exert@ed 105 by said resil-'eiit means. 8. An airplane wing,. a vertically swliigable control surface, a push and pull tube iinit o eratively coupled with said surf ace for ver('@lly swinging the same for lateral coiitrol, 110 said unit formed of telescopically fit.tiiia tube mcrnbers for short6ning aiid leii-t,heTii@- the unit to vertically swin.g said control surface independently of the swin-ino, tliereof by the unit for lateral control, and -resilient means operatively associatin- said tube meinber,,; to maintain the unit shortenecl to I.ower said control surface to. inci-easi,, wing lift eapacity automatically under high angle of attack or low speed conditions of flight. 9. In combinmtion, an airplane win , I 9. winb, flap in normal raised position forming a po;tion @f the vving under surface and do-,vnwardly swingable to positions increasing the camber of the wing, a vertically swingable lateral control E:Urf ace on the win(-, and ii-ie.,,in.9 Operatively associated with said control siirf Ace for automatically loweriiig the control slirf ace to inerea@e win- lift cipacity linder the conditions acting on the c,ontrol surface

i,gie'475 when aid flap is in lowered wina camber and lift increasing positions. 10. In combination, an airplarie wing, a vertically swingable wing flap in raised position forming a portion of the wing under surface carrying out the normal wing contour and in lowered positiop-s increasing the wing eamber, said flap autematically actuated by airflow conditions thereon to lower under ) high attack angle, conditions and raise under low attack angle conditions, t vertically swingable lateral control surface mounted in the wiyig, and means automatically I?wering, said control surface to increase wirig lift 15 capacity when said wing flap lowers, said control surf ace automatically raised to normal position by the airflow under the conditions and when said flap raises to normal Zsistiirogn' FO ii. in combination, an airplane wing, a vertically swingable wing flap forming a portion of the wing under surface, a vertically swingable Ilateral control surface above said flap and forming a, portion of the wing upper 25 surface, and means causing said control surface to lower to increase wing,lift capacity under the airflow conditions established wheii the flap is lowered. .12. ' In combination, an airplane wing, a 30 vertically swingable wing flap formirig a portion of the wing under surface, a vertically swingable lateral control surface above said flap and forming a portion of the wing upper surface, said flap in normal raised posi35 tion and said control surface in normal position together carrying out the normal wing contour, and said lateral control surf ace automatically lowered to increase wing lift capacity by airflow conditions established when 40 said flap is lowered to camber inereasiiig position, and raised to normal position when. said-flap is raised to normal position. 13. In coinbination, an airplane wing having an air displacement passage therethrough, 45 a rear wing flap forminly a p(rtion of the wing under surface and @ertically swingable to raised position closing said passage and to lowered position opening said passage and increasing wing camber, a vertically swingable 50 lateral control surface,above said flap and forming a portion of the wing upper surface, means automaticall lowerin said control y g surface when said flap is lowered to position for displacement of air from said passage 55 between said flap and lowered control surface. 14. In combination, an airplane wing, a v(;ftically swingable wing flap forming a portion of the wing under surface, a vertically 60 swingable flap member above said wing flap and formng a portion of the wing upper suron to lower in spaced relation to wing lift capacity increasing positions for displacement of air therebetween with the wing iinder high attack angle or low speed flight conditions, and to raise to normal positions under 70 low attack angle or high speed flight conditions. 15. In comb.ination, an airplane wing, an aiitomatically actuated vertically swingable wincrflap forming a portion of the wing un- 75 (ler @surf aee, a vertically swingable lateral control surf ace above said wing flap, and pilot controlled means for vertically swinging said surface for lateral control downward swinging of said control slirf a'ce with the 80 flap in raised position tending to depress the flap to wing lift capacity increasing position. 16. In combination, an airplane wing hav- 85 ing an air displacement passage therethrough, an automatically airflow controlled vertically swingable wing flap forming a portion of t@e Nving under surface, said flap in raised positio@ closing said passage and in lowered 90 positions opening the same, a vertically swinoable lateral control surface above said wing-flap and forming a portion of the winiipper surface, lateral control mechanism for vertically. swinging said control surface, and the said l a t e r a l c o t i t r o l s i - i r f a c e a r r a n g e d i n c o o p e r a t i v e r e l a t i o n w i t h t h e w i n g f l a p a n d 9 5 displacement p a s s a g e , s u c h t h a t w i t l i t h e f l a p raised down m o v e m e n t s o f t h e c o n t r o l s i i r - face depress t h e f l a p , a n d w i t h t h e f l a p l o w - ered and p a s s a ( - e o p e n i i p m o v e m e n t s o f t h e c o n t r o l s u r f a c @ i n c r e a s e t h e f l o n ; o f a i r 1 0 0 throuoh the p a s s a g e . 17. In combination, an airplane '@ng, a vertically swingable wing flap forming a 105 portion of the wing under slii,f ace, a vertically swingable lateral control surface above said flap and forming a portion of the wing upper stirface, s@,id flap aiitomatically funetiotiing to lower with the wing under hi(,h 110 attaelc angle or low speed flight conditio'n's and to raise to normtl position iinder ION@T wing attack angle Olr hi-h speed conditions, means automatically lowering said 'control surface to increase winr lift capaci@y -,vith 115 said flap lowered, said control siirf ace aiitomatically raised to normal position by aiipressiires acting thereon utider low attack angle or high speed flight conditions, and lateral control mechairiism operable to verti- :2u cally s-wing said control siirface for latei-al control during and in any automatically assumed raised or lowered position of the control stirf ace. 18. In combination I an airplane empennage, including a vert-ically swingable elef ace, said iialas in normal positions together) vator, control mechanism f or swinging said forming and carrying out the normal wing elevator, and said mechanism including a conto.ur, said flaps independently automati- force unit operatively associated therewith 65 cally controlled by air pressures acting ihereexertingaforceontheelevatorcontinuously

1,916,475 tendin(r to lower the same during flight, the force exertec@, by said unit of a niagnitude to be overcome by air pressures acting on the elevator under driving conditions of flight 'i for atitomatic upward swinging of the elevator in relation to @the control mechanism to reduce over control. 19. A control surface operating tube and force unit for operative connection between 10 a coiit-rol surf ace and control mechanism tlierefor, iiieluding telescopic tube memb6rs, a collar carri6d by each tube member, a coil. spriiig around said tube members under com- ; pression between and normafly forcin'g said 15 collars apart to maintain the tube unit at its mi.nimuin length, and said tube members extensible to increase the length of the unit by the application of a for@e thereto to further compress said spring to draw said collars to20 ward each other and move said telescoped inembers outwardly of each other. 20. In combination, an airplane wlng, a Wing camber varying flap x@ember automatically actuated to increase wmg camber under 25 high attack or low speed wing flight conditions and to decrease wmg camber under low attac@k angle or high speect conditions and a 1 latetal control sur':race on the wing automatically actuated to positions relative to and co30 operating with the automatically assiimed can-iber varying positions, respectively, of said flap member, said control surface operable for lateral control in any automatically assumed position thereof. 15 21. In combination, an airdlane wing, a vertically swingable wing camber v'arying flap member on the wing, said member automaticary actuated to increase wmg camber under high angle or low speed wiiag flight, to conditions and to decrease wing camber under low attack angle or high speed conditions, and a; verticary swingable lateral control surface automatically. actuitted to swing downwardly and upwardly and in relative cooperating po45 sitions relative to and in accordance ;with SwilaLrinff of the said wing flap. 50 55 60 65 9,2@ Ile combination with an airplane wing, and means thereon for changing the normal wing characteristics to increase the wing lift capacity, of a lateral control surface on the wing automatically actuated when 70 the wing characteristics are changed to assume a position cooperating with and contributing to the changed wing characteristics for increased lift capacity, and mechanism for positively operating said surface for lateral 75 control i:n any automatically assumed position of the said surface. 23., In combination, an airplane wing, a wing flap in normal raised position form'mg a portion of the wing uncter surface and 50 downwardly swingable to positions increasing the camber of the win a verticalky swingable lateral contr'ol surfa'c'e above- said flap and forming a portion of the wing upper surface, and means for lowering the control sur- 85 face to a re-adjusted position increasing wing lift capacity when the said flap is in a lowered wing camber and lift increasing position, said control surface vertically swingable independeiatly of sitid flap for lateral 90 control when in any such lowered re-adjusted win- lift capacity increasing position. t5 24. In combination, an airplane wing, a wing flap in normitl raised position formmg cler surface and 95 positions inereascally swingable ove said flap and forming portionsof the wing upper siirface, ousl ioweri the 100 and means for simultane y ng . control surfaces to positions inereasmg win-a lift c@paciiy when the flap is in a lowered wing camber and lift increasing position, said control surfaces vertically swingable for lateral control when in any lowered wing lift 105 capacity inc@reasing position. Signed at Rochester Monroe County, New York, this 29th day oi May, 1931. RANDOLPH F. E[ALL. 110 115 120 125 ISO

Patented july 4, 1933 11916@415 UNITED STATES PATENT OFFICE RANDOLPH F. iiALL, OF ROCHESTER, NEW YORK AIRPLANE Application filed J'une 16, 1931. Se rial No. 544,884. This invention relates to certain improveIniBiits in airplanes; and the nat-ure, objects aiid characteristics of the invention wiil be readily rpcognized and understood by those @killed in the aeronautical art in the light of the following explanation and detailed description of the acconipanying drawings ilIli.istrating ivhat I at present consider to be the preferred embodinients or niechanical aiid .10 aerodynan-iical expressions of my invention from-among various other forms, -arrangeiiients, combinations .i4id coiistriietions of which the invention is capable within the ,@I)ii-it,aiid the scope thereof. 15 Basically, the invention provides for a'utoiiiatically increasing the lift capacity of aii aii-l)laiie i@ino- or wing celliile havin(,,- latei-al (!or)trol stirfdc'es or ailerons, tllrougl@tlie uti-lization of such control surfaces or ailerons 20 for automatic fui-ictioning and operation to simultaneously lower when the wing i@s under and subjected to high angle of attack or low speed conditions of fligfit, and to raise and rettirn to liorrnal position carrying out the 25 normal or high speed contour and airfoil section of the wing when the wing is subjected to and flown under low anole of attack oi- liigh speed flight conditio@s. The invention f urther provides as a basic featlire 30 thei-eof, the carr@ing out of suqh aiitbmatic lift capacity increasing functioning and operation of the lateral control surfaces oi: ailerons, without interfering with or inter35 rupting the normal pilot controlled operation ,of the i,ilerons for lat-eral control, during atid throu(,Yhotit the ratige of such automatic OP7 eration of the ailerons, while obtainin a toildency toward improved lateral control clial-acteristies and increased lateral CODtrol 40 effectiveness through the aerodvnamic interrel,,ttionship between the atitomatic funetioning of the ailerons'aiid their fiinctioning for lateral control. The invention is primarily characterized 45 by a mounting and rel@@tive arrangement of the lateral control.slirfaces or ailerons on or with respeet to a win,-, for automatic aettiation of the ailerons I)y variatioiis in the air'flow pressi-ires actiiio- tbereon to simulta,50 neoLi.-,Iy lower to increase wing lift capacity un der high angle of attack or low speed conditi ons and to raise und6r low angle of attack oi, higli speed conditions, with either aileron thioughout the range of automatic operation up wardly swin..gable b@y the lateral control 55 ine chanisni to secure lateral control; and the inv ention is secondarily characterized by the inc lusion of jyieans continuously exerting foices on said ailerons tending to and simultan eouslylowering thesameunderhighattack 60 an gle oi- low speed conditioiis, but which iiieans are overcome by the air pressures actiiig on the ailerons under low attack angle or high speed conditions to permit the aile@ ons to simultaneously i@aise and be held iii 65 no rmal position by such air pressures, all wh ile retaining independent lateral control op eration of the ailerons simultaneously the rewith and without interruptio I n by sucli 70 autom'atic actuation thereof. I A furt,her-feature of the invention resides in the embodirnent and incorporation of the foreooing basic principles and characteristics @f the invention in a wincy of the variable liftflap type in which the flap forms a p6r- 75 tio n of the wing under surface and the automat ically operating ailerons or lateral control surfaces form portions of the wing uppe r surface above the flap or flaps, in which the relative arrangement of the flap or flaps 80 an d the ailerons is such that through cooperatio n of the automatically actuating lift capa city increasing ailerons@ as well as the latera l control operation of the ailerons, with 85 the flap or flaps, an increased lift for the wing an d improved lateral coiitrol characteristics an d effectiveness are obtained. Another particula@ feature of the inventio n is the incorporation of the automatically 90 op erating lift increasing lateral control surfac es or ailerons in a win- of the automatic var iable lift types in which a wing flap is aut omatically con@rolled to increase lift capa city at high attack angle conditions, and in -the relative cooperati %7e arrangement of 95 suc h ailerons with such a flap or flaps, wliereb @ a relation is automatically maintained the rebetween and especially dtirina hioh attac k angle or low speed conait-ions t-o increase the lift capacity of the wino, and ti@ereby per- 100

2 1,916,475 rnit of slower speeds uiader high attack angle conditioiis. A further feature of the invention is found in the arrangement, mounting, and operation of such automatically functioning wing lift capacity increasing lateral control surfaces or a-ilerons, by which, when the ailerons are operatecl for lateral control there will be no material turning or yawine tendencv 10 developed on the airplane. As certain of the general objects and results to which the invention is devoted, may be mentioned the increase in the speed range of an airplane in which the, invention is uti15 lized, the material improvement in take-off and landing characteri@ties, and in the lateral control, and the Lyoneral increase in operating safety, contriouced to largely by the decrease in piloting skill and technique required. 20 The invention is further featured by the embodiment of certain priiaciples thereof to the control of the elevator of an airplane tail group or empennage, for automatic operation of the elevator independently of the pil (t 25 control thereof under certain flight conditions. With the foregoing features, results'and objects in view, as well as certain others which will be recognized from the f ollowiiag 30 explanation, the invention consists in certain novel features in design, construction and relative arrangernents and cornbinations of elenients, all @is will be more fiilly and particularly referred to and specified herein35 after. Peferring to the accompanying drawings: Fig; 1 is a vertical transverse section, more or less diagrammatic, through a variable lift win,o, of the air displacement passage, auto40 F;l Matically operating flap type, embodying and incorporating the automatically operating wing lift capacity increasing lateral control surface or aileron arrangement of 45 my invention, the wing flap and aileron being shown in full lines in automatically depree,sed, high wing attack angle or low speed positions, with the lateral control, raised position of the aileron indicated in dotted out50 line. Fig. 2 is a view similar to Fig. 1, but with the wing at low attack a-ngle, high speed conditions, and the flap and aileron in normal raised position carrying out the normal or ,5r, high speed contour of the wing. Fig. 3 is a view, more or less diagrammatic, sbowing in outline the flap and aileron of Figs. 1 and 2, in an intermediate position between full lowered and normal raised pooo sitions, the wing and the normal raised position of the aileron and flap being indicated in dot and dash outline. Fig. 4 is a view, partly in longitudinal section and partly in plan, o f the force unit of 35 the invention interpcsed in and forming a, part of one of the aileron control tubes of the lateral control system. Fig. 5 is a purely diagrammatic view in outline of an automatically functioning aileron of the inveiitioii embodied in a collventional type of wing, the aileron being sliown iii full lines in lowered position for the high attacl;c anole or low speed wing conditions, and beii@'ff sliown by dotted lines in raised positicn Tor lateral control purposes. Fig. C) is a view siii-iilar to Fig. 5, but witli the aileron shown in f till lines in autoii-iatically raised position carryiiig out the norinal wino, contour with the wing under low attack angfe or high speed conditions. Fig. 7 is a purely diagrammatic view in outline of the application. of the invention and the force unit thereof to a cdntrol surface provided l@y the elevator of an airplane. The invention, while not so limited, is of '5 particulai- utili@y and efficiency when incorporated in and combined with a wing of the automatically operating variable lift, flap types, such as the "Hall" t@ . pes of convertil)le or variable lift wings embodying an air displacement passage through a wing with an automatically functioning rear wing flap for opening and closing the passage and varying the wing camber in accordance with airflow conditions acting on the widg and flap. Such3 "Hall',' type of wing is disclosed in Figs. 1 to 3 of the accompanying drawings with the auto-matically functioning, wing lift capacity increasing and lateral control improving ailerons or control surf aces and their operating means of the invention embodied therein and incorporated and combined in mechanical and aerodynamic relation therewith. . This ernbodiment is a preferred expression 105 of a use and adaptation of the invention because it reduces certain conditions 4encountered in the lateral control of this type of wing and materially iri.@reases the lift capacity thereof, so that such embodiment serve to 11@ clearly exemplify the principles and features of the inventioii. Other embodimelits and applications of the invention are ex'plained and disclosed hereinafter, and the above referred to preferred embodiment is not to be considered as a limitatiori in all respects of the basic scope or range and variety of adaptations and embodiments of which the invention is capable., An automatically functionin- hioh lift wing of the above referred to "Hall" type and incorporatin- my invention is disclosed in Figs. 1 to 3. &, The wina 10 is formed to provide the longitudinally disposed air displacement passage P extendin(, rearwardly there12i through between the- spaced upper and lower covering of the win(,, with its inle'Ll end cpening downwardly through the lower covering or surface of the wing adjacent the win-a.leading edge controlled by a forward va-'ne 19 -I.-o

1,916,476 rnountecl for inward: swingin' and its rear 91 dis6harge @end adjacent the trailing edge and b@low the iipper surface of, the wing con'trolled by the vei-tically swinging flap member 20. This rear flap member 20 is located foi,iiiing a portion of the wing under surface @lid in normal raised, passage discharge closing position forms a portion of and carries out the iiormal under surface co-utour of the 10 wing. (See-,Fig. 2.) The forward vane 19 i.n normal lowered position closes the inlet end of passage P aiad fcirms a portion of the wing uiider surface carrying out the normal contotir thereof (see Fig. 2). 15 The wing 10 includes the forward bcain or spar 11 aiid the rear beamoi- spar 12, both of tlle opc@n truss gii-der type with the rear spar perinitting flow of air 'rearwardly therethrough in passage P. I@, the present in. 20 stanee, the frout or passage inlet controlling and freely floating vane 19 is pivotally iiiouiited along its leading edge to the forward spar 11 by the pivot or hinge members 191, only one of which is here shown. The reat- @ap 20 is pivotally mounted folr vertical swinging to and,adjacent the rear spar 12, by the remote hinge i-nembers 20', onl one of y which is here shown, so that in lowered, downivardly swting posit.ions of flap 20 a ,,.,pace or gap f or rearward flow of air, is f ormed between the flap leading edge and the wing structure, as will be clear by reference to Fig. I of the drawings., The operation of. wing 10 is automatic dnd 35 rnay be briefly summarized as follcws. The arrangement and relative proportions, i,nountin,-, and other design f actors for the flap 20 are such that, with w 10 in low il,9 angle of attacl@ or high speed flight, the air 40 pressures acting on flap 20 raise and mainta@n the same in raised, normal position carrying out the normal br high speed contour -of the wing, and the passage inlet vane drops -to normal cl6sed position, all as shown in 45 Fig. 2. When the wing is flo-wn under high angle of attack or low speed conditions, the variations in air pressures acting on front vane 19 and the rear flap 20, are such that vane 19 is forced upwardly to passage open50 ing pos,.tion, and rear flap 20 swings downwg,rdly t6 position opening the discharge encl of pa@saoe P and increasing the wing tinder siirtace @alubei@, as clearly presented by Fig. 1 of the drawings. In s'uch position of flap '5 20 and vane 19, air is displaced rearwardly tlirough passage P and with the increased camber given by flap 20 in lowered position the lift capaci@y of the wing is increased-. On return of the wing to low attack an ale or '3 high speed conditions, vane 19 closes and flap 20 raises to normal passage closing position, the f unctionin of vaiie 19 and flap 20 be 9 ing automatic and in accordance with wing flight and air flow conditions. In certain forms and arrangements of a wing of the.@ype of wino, 10, force exerting t@ 1-neans acting on flap 20 to aid and assist its operation are i)rovided, but any such means are iiot here shown as being unnecessary in an exemplification of air automatically operatin-a winl, of the flap type with which the forin @f th@'inventicn now under consideration i@s.particularly concerned. The invention provides the lateral control surfaces or ailerons 21 pivotall.@ mourited on and forming portiolis of tlle wing,upper slirface, above tl-ie automatically functioning flap or flaps 20, respectively. Attention is here called to the fact that f@ is d'eemed necessary in tlie present disclosure to show but one Of the ailerods 21, as these ailerons are mounted in the generally. conventional location at opposite s-;des or adjacent opposit6 ends, respectively, of the wing 10, as famili;ar to those skilled in this art. Similarly, it is to be noted that the term "wing" is used herein to include botli a continuous wing structure or a wing structure formed of opposite wing panels or wings, both of which are conventional in the art. So with respect.to the terill "flap", such term is emplo@yed hereiii to include a contintiou s flap, or opposite wing flaps, or a plurality of spanwise alined flap sections or fllps. Each lateral control surface or aileron 21 is pivotally mounted @,it 22 along its forwar(i or leading edge to the wing st,riieture for vert-ical swingil ig in the usual marfner, and is so desi-ned and mounted as to form a trailing edge portion of the wing uppei- surface above flap 20, and when in nornial or substantially neutral control position, -with flap 20 in normal, rtised, passage closii-ig position, to form and "rr -'t with raised flap 20, the normalc' or hi,,,Ii @ypoe'ed contour and airfoil section of the wing 10. Sucli noi-mal positon of an qileron 21 and autom,,itically functionino, flap 20 is shown in Fig. 2 of @be clrawl'ngs-, anct in the particular des;gn of an aileron 21 there shown, the aileron iinder surface may present a portion thereof fo@ engauement witb and bearing o.Ti the upper surface of the wing flap 20. The ailerons 21 are ode@ated by the usual conventional pilot control mechani,-,m f,%miliar in the art for simultaneous differential raisiitig arld lowering of the ailerons, respectively, a portion only of which is here shown by the i..tperating cranl@: 22 piioLall.7 motinted within the win-, above i,ane 19 in this instance, and liorizontally swin(rable b y th usual operating cables (not sh' own) e leading to and actuated by the pilot's control (not shown). Each aileron 21 is provided with the depending operating horn or crank 23 which is operatively colinected witli its respective operatiiig crank 22 by th.e pusli and pull tube unit 24 cotipled to crank 22 at its forv@ard end by the universal connection, suchasaballandsocketjoint25. (SeeFigs. I and 2.) The pilot controlled aileron oper-

ating mechanism, a portion only of which is here @h6-wii, is preferably of any of the differ6ntial types familiar in t'he art, by which the up-aileron is moved a distance sev'eral times that of the down aileron, such for exar@@ple as an up-aileron movement of 32' and a simultaneous down rnovement of the oppo,site aileronof say 8', although the. invention is not limited to any degree of differen1-10 tial movement, or in all respects t'o different! al. up and down aileron movements. Followiiig the generic principle of the ini,ention, the, ailerons 21, only one of which is bere -shown as previously explained, are .,I.i simultaneously lowered to increase wing lift capacity ivith wing 10 under bizh attack angle or low speed flight condition@l' and pas,a-e P with wing flap 20 automatically funetioning to itierease wing lift. In the embodi90 ment here --hown, such simultaneeus depression or lowering of the ailerons 21, is carried out by the iiiterposition and connection in each tube unit 24, of a force unit 30 which continuously exerts a force on the respective aileron with - which the tube unit is operativeIv connected, tending to depress or swing the aileron downwardly to lowered positions, but which is so designed and arranged, that with the tube unit, th4e aileron is vertically swiiio,- -'o able for lateral control during and in anv positions automatically assume@d. by the ail@ron under the control of its respective force Linit 30. The force units 30, only one oi which is here sho-v@n, tend to and will under certain @5 conditions, siinultaneously lo er ailerons 21, YV but without interfering with the desired lateral control operation of the ailerons tbrotighout their range of independent autoniat@c functioning. A force unit 30 and the tlll)e unit 24 in which it is operatively coup,led and forms a part, is shown in detail by Fig. 4 of the drawings., to which reference is now made. The tube unit 24 includes a tube 26 connected at its forward end to the operating crank 22 (see Figs. 1 and 2) of the lateral control mechan,ism by the,universal connection 25, and a tuibe 27 ai@ally slidably and tel@scopically fitted over and reeeiving the Q adjacerit inner end length of tube 26. The opposite or rear end of tube 27 has an internally threaded bushing 28 suitably secured therein, as by rivets 29, and adjustably receives the jaw bolt 31 threaded thereinto and 55 extending rearwardly and axially from tube 27. A nut 32 is provided on bolt 31 for engaging the end of tube 27 to lock bolt 31 in any adjusted position.' The outer or rear end of jaw bolt 31 pivotally carries a clevis 60 fitting 33 for connectioii to the aileroilhorn or crank 23 (see Figs. I and 2), the arranffeme,nltforminga, universal connection betw@en the tube unit 24 and its respective aileron 21. The inner end of tube 26 within tube 27, C)5 carries a bolt 34 diametrically therethrough ai4d. fixed therein against moveinent axially of the tuW. The @bolt 84 @@Unds out@vardly ihrough slots 35. in, the, opposite walls of 'Lube 27 and see,ures a collar 36 slidably on and over the exteribr of tube 27, the collar 36 .70 b6ing m6vable by and with tube 26 as the latter ttibe is rnoved . axially of and with reb et to tube 27 in which it is slidably fitted. Te Pi-eferably any suitable spaced bearmg Inembers or rings 37 are carried by inner tube 5 @6, on which the outer tube 27 is slidably en'aded. On the fevrward or free end of outer aded sleeve 38 is the sleeve 39 is adjustably .80 t aded thereon and lo d in any ad us d j te position longitudinally tube 27, by the 41 is double lock nuts 40. spring placed over and aroun e between and with its ends seated on collars 36 and 39, the 85 spring being normally held under compression between these coffars, and spaced around and out of contact with tube 27. The spring 41 of tube and force unit 24-30, norrjaally continuously forces collars :90 36 and 39 away f rom each other, and as collar 36 is carried f rom tube 26 and collar 39 by tube 27, these tubes are slid@inwardly of each other to maintain the tube unit 24 at its shortest lenlth with bolt 34 engaged aoainst the .9,5 rear et@'ds of slots 35 iiii tube 27 (s(;@ Fia. 4). Now, with the tube unit 24 connected between aileron crank 23 and the operating crank 22, and spring 41 of force unit 30 maintaining the tube unit at its short'est length. the set-ting is such as to depress and mai@t-ain the aileron 21 with which the tube uiait is connected, in lowered downwardly swung positiori, assuming the lateral control mechanism 105 in iaeutral position, such depressed or lowered position of the aileron being shown in Fig. 1. Upon theapplication of an upwardly acting force of sufhcient magnitude on the depressed aileron 21 of Fig. 1 to overcome the force of spring 41, the aileron 21 swings upwardly,,"o drawing or pulling tube 27 with collar 39 rearwardly over tube 26, slots 35 in tube 27 permitting such rearward movement of tube 27 past bolt 34, and spring 41 is further compressed with aileron 21 maintained in raised position until the force thereon is removed to allow expansioti ()f spring 41 and downward swinging of the aileron thereby.. in the operation of ailerons 21 in coop220 erative rel@ition witli wing passage P- and flap 20 of the wing of the type of wing 10, assuming the lateral contro'l including operating cranks 22 in netitral aile'ron position, when wing 10 is under low angle of atta@k or high 125 speed flight conditions, referri.ig now to Fig... '@ the 2 o --drawin"s, passage P is closed by vane 19 and flap 20 is,,wung tipwardly to noriiial or high speelcl contoiir position on the win.- aDd iiiaintained -iii siieh positiori, by the air presstires acting thereon. The ailerons 21 130

1,916,475 will each, due to the increased suction above the wing 10,, swino, upwardly or raise, overcomin(y and com@@essing the springs 41 of their :@espective force units and lengthening their tube tinits 24, to locate both ailerons in normal raised position, shown for one of the ailerons 21 in Fig. 2. car@ying out.with raised .flap 20 the normal or high speed contour and airfoil setion for wing 10. 10 In such low attack angle or high speed and automatically asstiined position of ailerons 21, they @re freely operable for lateral control actuation. Operation of the la;teral control cranks 22 will throiigh tiibe units 24 raise 15 one of the ailerons to tlle positi,,on indicated by dotted lines in Fig. 2, while the op osite aileron is simtiltaneously moved downwardly, but io a considerablv less degree as prevlously explained, whicl@ downwardly moving 20 aileron presses against the flap 20 beneath it resulting in a lowerin(r of stich fldp and increase iii wing lift at the desired side for increase(I lateral control e:ffetiveness. The arrangement of the.tube uriits 24 and their 25 included force units 30 for the ailerons, is sticli as to tend to cause the diiterential up aiid down aileron movements, that is, greater up aileron movement than down aileren Tovement, thus materially reducing the ttirning or yawing mom SD ents developed by lateral control. actuation. Obviously, the extent of down aileron and engaged tinder flap 20 movement, is dependent upon and influenced by the force exerted by spring 41. 35 When the wino, 10 passes from the above low ati@aelc angle Eigh speed flight conditions, to hig I h attack angle or low speed con4itions', the under flaps 20 automatically move to the lowered position of Fig.'l and the passa,,e 40 inlet vane 19 motes to raised, passage opening position, - %vith air displacing rearwa-rdly throiiali pissage P, and the lift of wing 10 increased. ITpoji release of the pressur6 holditig ailerons 21 in raised position of Fig. 2, 45 caused by the Iiigh attack angle or low speed airflow a,nd pressure conditions, the spring 41 o f each aileron force iinit 30 exei-ts a. force of siifficient magnittide to force collars 36 and 39 their maximtim distance a-part witli bolt 50 34 seated against the rear ends of slot.9 35 and the shortest leno-,th given tube unit 24. This sl)ring aetion automatica,lly swings the a,ilerons downwardly to. t,he position with respect to and cooperatin- aerodynamically 55 ii-ith lowered flap 20. and open passa(,e P as shown in full lines by aileron 2i of Fi(r. 1, with resulting material increase in the lift capacity of the iving. @With the wing 10 and ailerons 21 thereof C-3 in their atitomatically' lowered. position of Fig. 1, iinder high attack aiigle or low speed flight, the ailerons are freely o.perable for lateral control throiiah tube and force units 24-30 by acttiation of craiiks 22.. Operation of the lateral control me,- hanism will rock one operating crank 22 to force its tube unit 24 rearwardly, and tube 26 ca@ried bolt 34 being engaged at the rear ends of tube 27 slots 35, aileron 21 will be swung to raised position as indicated by dotted lines in @Fig. 1. The 70 opposite aileron will be simultaneously lowored but to @a less dearee than the raised aileron, such Iiinited lowering being effected or materially contributed to due to a compression of' the sprin- of its force unit 30 and 75 lengthening of iCs tube unit 24, by the increased positive pressure at the under side of the downward moving aileron. Between the abo@,e explained high and low att.a6k tngle conditions of flight of win 10 1 80 the functioninff 6f flaps 20 and aileron@s 21 tn will of course vary and be dependent upon. angle of attaelc or speed. For example, at criiising speed, referring here to the diagramina,iically indicated positions of Fig. 3, each under flap 20,and aileron 21 may be slightly lowered and . passa,geway P substantially closed, dependincr upon the design of the'operating mechanism and force unit. When ope aileron is raised to dotted line position of Fi-. 3, it witl cause forward,passage P inlet vane 19 to move approximately to the dotted line position of Fig. 3, allowing flow of air throiigh passage P, and siieh flow -iileron 21 being raised, will interfere with ' 95 airflow @ above the wino, and tend to increase conti-ol effectiveness by"decreasing lift at that side of the w'mg. W@th a wing flap 20 locked or secured in raised passage I closing position of Fig. 2100 against aiitoii-iatic operation, ailerons 21 would still, be operable for lateral contr'ol. Up aileron movement would take place as liereinbefore described, blit down ailerod iyiovement would be prevented by flap 20, the spring 41 of the down aileron force tinit compressing under, the forward movement of tizbe 26 indel)endently of tube 27. The design and arraiigement of the tiibe iinits 24 an(I force units. 30 combined and ol)eratively ijicoi@porated therein, enables the obtainin- of added differential u p and DOWD aileron movemelits from the ailerons to whicli they are ol)eratively clonn.ected, respectively, diie to the increased air pressures acting oii the (]own aileron with telidency of the force iiiiit to compress an,d thus preventing. large down motion of the aileron. The magnitude of the force exerted by spring 41 of a force i init 30 can be varied by @ adii@sting; the position of collar 39 on tube 27 carried sleeve 38, lvhile an adjtistment in;control surface or aileron setting relative to the wing @axis can be made throu-h the medium@ of jaW bolt 31 tlireaded into sleeve bushino@ 2$ and lock nut 32. Bj- sti(th adjustments, modific,,itions of the wing 10 characteristics or properties caii be made. Witli the cooperative ai@-r4ngement of. the flap 20 and each aileron 21,: in the wing: 10

1,916,475 as ab6ve described, the spacea relation between Rap and aileron is maintained in the depressed or lowered positions thereof under high attack anole or low speed'flight condir) tions, as shc)Wi@ in Fig. 1. This relation of the lowered or automatically depressed aileron 21 with respect to lowered flap 20 and the air displacement through passage P, is such as to position the aileron for maximum 10 lift capacity increase to substantially add to the lift developed for the wing by lowered flap and opened passage. The r'elation of flap and aileron is also such in raised position under high spe6d flight, that they together define and carry out the normal or high speed contour and airfoil section for Fn ao@ ation of the basic principles,of wi 1 plic th in@ _.tin to an airplane wing of what 20 may be termed a conventional type, is disclosed in Figs. 5 and 6 of the drawings. A wing 10' of the preferably symmetrical or double cambered forms (although the invention is not of course limited to application 25 to such form of wing) particularly adapted to high speed aircraft, is provided with the lateral control surface or aileron forming trailin surfaces 21', only one of which is slf here own, Such surfaces are as usual verti30 cally swingable and in normal raised and neutral control positions carry out the normal high speed contour or airfoil section for wing 10', as sliown @y the full line position of surf ace 21' of Fig. 6.. Each stirface 21' 35 is operatively coupled with a. tube and force unit 2"0, of the arrangement hereiiibefore desciibed, which is operatively connected with a usual lateral control inechanism (not shown). The leading edge of a surface 21' 40 of the form here shown is beveled or inclined @lownwardly and rearwardly at 21", so that in maximum lowered position thereof, shown bv Fig. 5 the surf ace increases the camber of wing 10' and consequently its lif t capacity, 45 as will be readily understood. The ttibe and force iinit 24-30, is set with respect to a surf ace 21' with wh-eh connected, t-) depress and lower the si-irf ace to increase lift capacity under high attack angle or low 50 speed flight coinditions of Fig. 5, and under low attack angle or high speed flight conditions to be forced and swung iipwardly by the iiiere.ased air pressures acting thereon and overcoming force iinit 30, to the posit'on of 55 Fig. 6 carrying out the normal high speed contour of wing 10'. The latoral control ac@iiation of opposite surf aces or ailero'ns 21', each coupled to a tube and force unit 24-30, is similar to that described with referene,-, to 63 Figs. 1 to 3, in that up aileron movement is of greater deg-ree tha-n dowji aileron moveriient, due to a compressing or yielding of the force unit of the down, aileron. For example,- in Iiigh speed flight of Fig. 67 -Lip aileron posi-. 65 tion is shown by dotted lines, but down aileron is limited to the maximum lowered position of Fig. 5, continue I d down control movement being taken lip by compression 6f the force unit. iLn low speed fliaht I of Fiz. 51 free up aileron movement to do@ted line @osi- 70 tion of aileron 21' is carried out, while the opposite depressed aileron is at its maximum lowered position and no down control movement of such aileron takes place, such movement beino-, taken up by compi-ession of the 7@ force unit @O and lengthening of tube unit 24. With the embodiment of F- igs. 5 and 6, increased speed range for the wing 10 is obtained by decrease in the low speed due to the simultaneous lowering of the trailing edge 80 surfaces 21' under low attack angle or low speed conditions, while the high speed contour of the wing is automatically restored by raising of surfaces 21' under the conditions of low anole or high speed flight. Th6 opera- 85 tt, tion of surfaces 21' as lateral control Surfaces is carried out in all automatically assumed positions of such surf aces, while their control effectiveness is increased, with decrease in turning or yawing tendency, by thi@ 90 differential up and down aileron movernents made possible and caused by the tube and force units 24-30. In a further adaptation of the tube and force unit 24-30 of the invention, shown 95 more or kss diagrammatically in Fig. 7 of the drawings, sucti a tube a'na force unit is applied to and operatively cotipled with the elevator 41 -of an airplane tail group or empennage which includes the horizontal 10 stabilizer 42 to wh-eh the elevat-)r is pivoted for vertical swingin-a in the usual manner. The tube iin-,t 24 i@'co@pled to the usiial pi.lot's control (not shown) f or operation to vertically swing elevator 41 in the usual manner. 10 The setting of tube and force uiiit 24-30, is such that in ordinary flight the'elevator remains in normal or neutral control position, shown in full lines by Fig. 7, but of course within the limit of the' initial f orce of unit 30. 111 In flight operation, dtiring excessive d Ives of the airplane having the empennage including the stabilizer 42 and elevator 41, the latfer will raise in relatioti to the control in which tube and force unit 24-30 is connected and forms a part, due to the air pressiires on the elevator overc,)ming force unit 30, thus removing or substantially redticing the possibility of over control bi 6peration of elevator 41. During excessii7e stalled flight of t-he 121 airplarie with a loss of altittide, the elevatot 41 overc.')mes force unii 30 and raises in relation to the control, which permits of the airplane being held in such settling attitiide, thereby increasing,, control effectiveness. 1' Given sufficient control'moveme'nt there will be no appl7eciable loss in the maximum COU@ trol. It is to be here noted that the force unit 30 can be rnounted and in4alled in ot-her c(>ntrol 13:

1,916,475 7 -;ysteiiis and for cooperative functioning with ot,lier control @su -faces. For example, on one or both sides of a vertical rudder (not shown) or of aii elevator or horizontal control surface, in order to absorb shocks or regulate cont."ol surface movements, as will he apparent froin the precedihg explanation of the principles of the invention. Atterition is fiiithei- dii,ected to the fact that with lateral coiltral stirfaces, such as 21 or 21', or other coiitro-1 -,iirfaces, the inveiition contemplate!; aiid includes the provision of any desired iitimbe- of the units 24-30 to each surface spaced along the span there@)f and properly iz: linked iii thc. coiitrol system, where the size of the surface dictates the expediency of a plur,i,lity of such units. It is also evideiit that various clianges, iiiodifications, variations, substitutioD'S, additioiis azid eliinina-tion-, might be resorted to, as mell as other applicttions and embodiments carrying out the basi(,-, principles of the inventioii, withotit departing from the spii@it aiii.1 scope of the inn-ention, and hence I do '5 iiot desire to limit myself iii all respeets to the exact and specific disclosures hereof. What I