Normalized coefficient of lift indicator

Claim 2

In an aircraft instrument system for use on a winged aircraft, an indicator showing a linearly variable ratio of a first pressure differential between a first pressure at a first location on the aircraft and a second pressure at a second location on the aircraft spaced from said first location and a second pressure differential between a third pressure at a third location on the aircraft and a fourth pressure at a fourth location on the aircraft spaced from said third location, first means responsive to said first pressure for producing a first signal, second means responsive to said second pressure for producing a second signal, third means responsive to said third pressure for producing a third signal, fourth means responsive to said fourth pressure for producing a fourth signal, quotient means responsive to said first, second, third and fourth signals for producing a quotient signal representing said linearly variable ratio of said first pressure differential and said second pressure differential, said quotient means being connected to said indicator means, said first, second, third and fourth locations being positioned at a family of points on said aircraft for causing variations in said ratio to remain positively sloped in response to variations in the coefficient of lift (C LN ) to thereby provide to the pilot a normalized coefficient of lift (C LN *) indication at all times as to the aircraft's orientation relative to the maximum coefficient of lift, said normalized coefficient of lift (C LN *) being wholly independent of flap setting.

Claim 3

The aircraft instrument system according to claim 1, wherein two of said first, second, third and fourth locations are positioned on said wing of said aircraft to determine the surface pressure, the remaining two of said locations each being positioned at a common location to determine the aircraft static pressure at said common location.

Claim 4

In an aircraft instrument system for use on a winged aircraft, an indicator showing the ratio of a first pressure differential between a first wing surface pressure at a first location on the wing and a second static pressure at a second location on the aircraft spaced from said first location and a second pressure differential between a third wing surface pressure at a third location on the wing and said second static pressure at said second location wherein first means are provided responsive to said first, second and third pressures for producing a signal indicating the ratio of the said differences thus detected, said first means being connected to said indicator so that said indicator will visibly indicate said ratio, at least said first and third locations being positioned at a family of points on said wing for causing variations in said ratio to remain positively sloped in response to variations in the coefficient of lift (C LN ) to thereby provide to the pilot a normalized coefficient of lift (C LN *) indication at all times as to the aircraft's orientation relative to the maximum coefficient of lift, said normalized coefficient of lift (C LN *) being wholly independent of flap setting.

Claim 5

In an aircraft instrument system for use on a winged aircraft, an indicator showing the ratio of a first pressure differential between a first wing surface pressure at a first location on the wing and a second static pressure at a second location on the aircraft spaced from said first location and a second pressure differential between a third wing surface pressure at a third location on the wing and said second static pressure at said second location wherein first means are provided responsive to said first, second and third pressures for producing a signal indicating the ratio of the said differences thus detected, said first means being connected to said indicator so that said indicator will visibly indicate said ratio, at least said first and third locations being positioned at a family of points on said wing for causing variations in said ratio to remain positively sloped in response to variations in the coefficient of lift (C LN ) to thereby provide to the pilot a normalized coefficient of lift (C LN *) indication at all times as to the aircraft's orientation relative to the maximum coefficient of lift, said normalized coefficient of lift (C LN *) being wholly independent of flap setting.

Claim 6

The aircraft instrument system according to claim 3, wherein said first means for producing said signal indicating said ratio of said pressure differentials comprises a liquid manometer having four liquid containing tubes, two of said tubes being subject on one side of said liquid therein to one of said first and third pressures, respectively, each of the remaining two tubes being in fluid connection with one of the first mentioned two tubes and the liquid therein subjected to said second static pressure.

Claim 7

The aircraft instrument system according to claim 3, wherein said aircraft instrumentation system is free of electromechanical compensation devices compensating for variations in flap setting and power setting, said ratio being the result of the utilization of said first, second and third pressures and said first means.

Claim 8

In an aircraft instrument system for use on a winged aircraft, an indicator showing the ratio of the pressure differential between a first wing surface pressure at a first location on the wing and a second static pressure at a second location on the aircraft spaced from said first location and the pressure differential between a third wing surface pressure at a third location on the wing and said second static pressure at said second location wherein first means are provided responsive to said first, second and third pressures to determine and indicate the ratio of the said differences thus detected, at least said first and third locations being positioned at a family of points on said wing for causing variations in said ratio to remain positively sloped in response to variations in the coefficient of lift (C LN ) to thereby provide to the pilot a normalized coefficient of lift (C LN *) indication at all times as to the aircraft's orientation relative to the maximum coefficient of lift, said normalized coefficient of lift (C LN *) being wholly independent of flap setting, said first means for determining and indicating said pressure differentials comprising a liquid manometer having four liquid containing tubes, two of said tubes being subject on one side of said liquid therein to one of said first and third pressures, respectively, each of the remaining two tubes being in fluid connection with one of the first mentioned two tubes and the liquid therein subjected to said second static pressure, said first means for determining and indicating further comprising second means for separately transmitting the developed first, second and third pressures to a respective one of said liquid containing tubes, each of said liquid containing tubes having a pair of parallel and spaced electrical conductors extending coextensively therein, said liquid between said wires creating capacitance in each tube, electrical circuit means for converting said capacitances into an electrical signal proportional to the said ratio, said indicator being responsive to said electrical signal to indicate said normalized coefficient of lift.

Claim 9

In an aircraft instrument system for use on a winged aircraft, an indicator showing the ratio of the pressure differential between a first wing surface pressure at a first location on the wing and a second static pressure at a second location on the aircraft spaced from said first location and the pressure differential between a third wing surface pressure at a third location on the wing and said second static pressure at said second location wherein first means are provided responsive to said first, second and third pressures to determine and indicate the ratio of the said differences thus detected, at least said first and third locations being positioned at a family of points on said wing for causing variations in said ratio to remain positively sloped in response to variations in the coefficient of lift (C LN ) to thereby provide to the pilot a normalized coefficient of lift (C LN *) indication at all times as to the aircraft's orientation relative to the maximum coefficient of lift, said normalized coefficient of lift (C LN *) being wholly independent of flap setting, said first means for determining and indicating said pressure differentials comprising a liquid manometer having four liquid containing tubes, two of said tubes being subject on one side of said liquid therein to one of said first and third pressures, respectively, each of the remaining two tubes being in fluid connection with one of the first mentioned two tubes and the liquid therein subjected to said second static pressure, said first means for determining and indicating further comprising second means for separately transmitting the developed first, second and third pressures to a respective one of said liquid containing tubes, each of said liquid containing tubes having a pair of parallel and spaced electrical conductors extending coextensively therein, said liquid between said wires creating capacitance in each tube, electrical circuit means for converting said capacitances into an electrical signal proportional to the said ratio, said indicator being responsive to said electrical signal to indicate said normalized coefficient of lift.

Claim 10

The aircraft instrument system according to claim 6, wherein said liquid is a mixture of glycol and water.

Claim 11

The aircraft instrument system according to claim 7, wherein said mixture is fifty percent glycol and fifty percent distilled water.

Claim 12

The aircraft instrument system according to claim 6, wherein said first pressure is connected through said second means to a first tube, wherein said second pressure is connected through said second means to a second and third tube and wherein said third pressure is connected through said second means to a fourth tube, said first and second tubes being connected in fluid communication with each other and said third and fourth tubes being connected in fluid communication with each other.

Claim 13

The aircraft instrument system according to claim 9, wherein said first location is at the center of the leading edge of said wing spaced laterally from the fuselage a distance of twenty-nine inches and said third location is spaced chordwise from said first location fifty percent of the total chord length from the leading to the trailing edges.

Claim 16

The method according to claim 11, wherein said pressure locations P 2 and P 4 are at a common location and sense static pressure.