Aug. 11, 1959 J. V.

FOSTER 2,898,889
MECHANICALLY-LIMITED ELECTRICALLY OPERATED HYDRAULIC
WALWE SYSTEM FOR AIRCRAFT CONTROLS
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MECHANICALLY-LIMITED, ELECTRICALLY OFERATED HYDRAULIC
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 United States Patent Office 2,898,889
Patented Aug. 1, 1959
2.
gency override operation, the pilot actuates the mass
2,898,889 including the spool valve plus the servomotor. Thus,
MECHANICALLY LIMITED, ELECTRICALLY OP. the mass of the mechanical valve must be actuated both
ERATED HYDRAULEC VALVE SYSTEM FOR in servo and manual controls making the controls in
AIRCRAFT CONTROLS terdependent. While it may be desirable to provide
the pilot in manual control with the dead zone and
John V. Foster, Los Altos, Calif., assignor to the United maSS characteristics of a spool valve, as heretofore de
States of America as represented by the Secretary of Scribed, these characteristics in servo control will com
the Navy promise the use of high performance electrohydraulic
Application October 3, 1958, Serial No. 765,264 O valves now available.
According to the present invention, a surface control
8 Claims. (C. 121-38) System has been designed which incorporates the ad
(Granted under Title 35, U.S. Code (1952), sec. 266) vantages of both a mechanical operated control valve
and an electrically controlled hydraulic servo valve. In
This invention described herein may be manufactured 5 general, this novel result has been accomplished by a
and used by or for the Government of the United States configuration in which a pilot's override linkage and the
of America for governmental purposes without the pay mechanical control valve are mechanically independent
ment of any royalties thereon or therefor. of the electrically controlled hydraulic servo valve. The
This invention relates to aircraft control systems, and System includes an hydraulic actuator having a movable
more particularly to such a system which combines a high 20 member, i.e., a cylinder articulated to the control surface,
performance electrically controlled hydraulic valve and the cylinder having tandem chambers in which are dis
mechanically operated hydraulic valves through a con posed a pair of double acting tandem pistons, and in
trol linkage to obtain more precise and flexible flight this example anchored to the aircraft structure. Both
operation. sides of each piston is connected to a cognizant me
Mechanically operated hydraulic valves and high per 25 chanical control valve for porting pressurized fluid from
formance electrically operated hydraulic valves have been a single servo valve to either side of the correspond
used separately in control systems for air craft. In a ing piston depending on the desired motion of the actu
modern mechanically operated control system, the pilot's ator and the control surface connected thereto. The
stick mechanically operates a hydraulic valve which actu servo valve is a commercially available high performance,
ates a piston for positioning the control surface. This 30 proportional type electrohydraulic valve which admits
system is frequently referred to as an irreversible, arti fluid to either one of the mechanical valves, or blocks
ficial feel system. An inherent characteristic of such fluid to both, depending on the polarity of the current,
mechanically operated hydraulic valves is that they have or the absence of current, respectively.
a large lap or dead Zone, and in addition, these valves Each mechanical control valve is connected to the
are associated with a relatively large mass actuating 35 pilot's stick linkage through a flexible control arm actu
mechanism. As a result of these factors, precise con ating mechanism via an authority limiter device. The
trol over small surface deflections and good high-fre actuating mechanism is provided with a two-positioning
quency dynamic performance are difficult to achieve with means; providing and "arms-in” position in which the
control systems utilizing straight mechanically operated control arms are positioned for servo control being mov
40 able independently of each other for emergency pilot
hydraulic valves. It should be noted, however, that these
features of mechanically operated valves may be desir control in the event of servo failure, and an "arms-out'
able to the pilot in direct manual control, especially, position in which the control arms are locked together
during landing and take off as it provides a characteristic enabling the mechanical valves to be operated together
"feel” of aircraft response. Another disadvantage of the as a single valve for normal manual pilot control. In
direct mechanically operated hydraulic valve is the lack 45
normal pilot control, a transfer valve is provided to
of flexibility from multiple command sources. block the inactive servo valve and to substitute a sep
In recent years, very high performance electro-hy arate pressurized fluid source to operate the hydraulic
draulic valves have been developed in which the oil flow actuator.
through the valve is proportional to coil current with es A principal object of this invention is to provide an
sentially no dead zone near the Zero flow region. Fur 50
aircraft surface control system having a more pre
thermore, high dynamic performance of the electrohy cise and dynamic operation in servo control with the
draulic valves has been achieved by restricting the internal safety features of a pilot-controlled mechanical override
parts, such as the spools, to small sizes and consequently in the event of servo failure.
to a mechanism having a small mass. While the electro Another object of this invention is to provide such a
hydraulic valves are not subject to the aforedescribed 55
surface control system which permits full electrical con
disadvantages of the straight mechanically operated hy trol through a proportional type electrically operated
draulic valves, being electrically operated they have a hydraulic servo valve with the reliability of an automatic
greater susceptibility to failure of a type which can mechanically operated hydraulic valve for override con
cause dangerous surface deflections exceeding design trol in the event of servo failure.
limitations. Other objects and many of the attendant advantages
60 of this invention will be readily appreciated as the same
Some prior art aircraft control surface systems have
attempted to overcome the disadvantages of the straight becomes better understood by reference to the following
mechanically operated valves by utilizing a mechanical detailed description when considered in connection with
valve which can be driven by either a servo electric the accompanying drawings wherein:
motor or by a pilot's mechanical override linkage. Such Fig. 1a is a schematic hydraulic circuit diagram of the
65 novel aircraft control surface system in normal servo
a system is illustrated in U. S. Patent No. 2,823,879. control operation, the servo valve porting fluid to the left
In the patented system, the servomotor is directly con
nected to one end of a spool valve for normal operation. mechanical control valve and moving the hydraulic ac
For emergency operation, the pilot's stick is connected tuator to the right;
to the other end of the spool valve through a lost motion 70
Fig. 1b is a view similar to Fig. 1a after servo failure,
connection. Thus in normal operation the servomotor the authority limiter stopping the actuator movement by
actuates a mass including the spool valve, while in emer neutralizing the left mechanical control valve;
 2,898,889.
3. 4.
Fig. 1c is a view similar to Fig. 1b wherein the pilot two pressure outlets 30c. and 30d connected to passages.
reverses the original servo movement of the actuator by 27 and 127 through transfer valves 32, 132, respectively.
actuating his stick linkage; This type of servo valve operates to apply pressurized
Fig. 2a schematic hydraulic circuit diagram of the air oil from inlet 30a to mechanical control valve 22 via out
craft control surface system in normal pilot manual con let 30c and passage 27 when the control current to the
trol, the control arms being locked together in neutral by valve is one polarity, and pressurized oil to valve 122 via
a two-position device and the hydraulic actuator at rest outlet 30d and passage 127 when the current is of the
as a result of no pilot input to his linkage; and other polarity. It is apparent that these paths are re
Fig. 2b is a view similar to Fig. 2a with the pilot in versible, that is, when one is used to admit oil to one pis
serting a left mechanical input in the linkage pivoting 10 ton, the other path acts as a return oil path from the
both arms simultaneously to the left, the hydraulic actu cither piston. In the absence of current servo valve 30
ator moving in the same direction. blocks both outlets 30c and 30d. The amount of oil
Referring to the drawing where like reference nu passed by valve 30 to the control valves 22 and 122 is
merals designate similar parts throughout the drawing proportional to the magnitude of the current.
there is shown in Fig. 1a a control surface 10, such as 5 Transfer valves 32, 132 are remotely controlled in any
a pivotally mounted horizontal stabilizer of a conven suitable manner to one of two positions; in the servo
tional aircraft, driven by an electrohydraulic control Sys control position shown in Figs. 1a-1c the transfer valves
tem 12 of this invention. The system comprises a hy pass oil from the servo valve to the mechanical control
draulic motor or actuator 14 including tanden Spaced valves, and in the normal manual control position shown
pistons 16, 116 secured on a common piston rod 17 piv in Figs. 2a and 2b, the transfer valves are switched to
otally anchored at one end to the aircraft frame at 18, block servo valve outlets 30c and 30d, and to admit oil
the pistons being housed in an actuator cylinder 19 which from pressure sources 33, 133, which may be the same
moves relative thereto. Pistons 16 and 116 are disposed source as 30a only bypassing servo valve 30.
to the left and right side of the drawing, respectively, the The pivotal movements of control arms 28, 128 by
designation of left and right hereafter used as a con 25 actuating mechanism 31 to position mechanical control
venience in the description of components and of actu valves 22, 122 are limited between stops 34, 35 and 134,
ator movements in the drawing, and has no significance 135, respectively, formed integrally with actuator cyl
as to aircraft movement. In addition, many of the com inder 19. As will be later described more fully, a move
ponents on the left side of the control system will have ment of the control arms to the left or right will effect
an identical component on the right side as a mirror 30 a corresponding movement of the actuator. The control
image, and the component on the right side will have a arms are pivotally connected to mechanism 31 by sleeves
corresponding number as the one on the left with an 36, 136 slidably movable between two fixedly spaced
added prefix 1, i.e., left and right pistons 16, 116, re shoulders 37, 38 and 137, 138 integrally formed on push
spectively. rods 39, 139. Compression coil springs 40, 140 are dis
Pistons 16, 116 are disposed in cylinder chambers 20, 35 posed between stops 37, 137 and the respective sleeves
21, and 120, 121, respectively, being separated by cylin and bias the sleeves normally inwardly against respec
der wall 19a. Reciprocal movement of actuator cylin tive shoulders 38, 38 (Figs. 1a, 2a, and 2b), while
der 19 (and the control surface) is controlled mechani permitting a relative movement therebetween at which
cally by spool valves 22, 122, which can be formed in time the inner stop is moved from the sleeve further
the cylinder housing parallel to and in laterally disposed 40 compressing the spring (Figs. 1b and 1c). In other
relation to the respective piston chambers. The control words, springs 40, 140 provide a one-way resilient con
valves have two spaced lands 23, 24 and 123, 124 nection between the control arms and the actuating
adapted to block associated passages 25, 26, and 125, mechanism to permit a pilot over-ride action by inde
126 leading to the piston chambers, the lands being mov pendent movement of a cognizant control arm during
able to either side of the passages depending on which 45 servo failure.
chambers the pressurized fluid in passages 27, 127 is to One of the features of control arm mechanism 31 is
be ported and vented. Passages 27, 127 are ported to a two-position, or extensible link, device for positioning
the respective valves and intermediately by means of their the control arms in one of two normal positions, namely,
lands to the associated chamber passages enabling the a servo control position "arms-in' and a manual con
flow to either side of each piston to be reversed by a 50 trol position "arms-out.” In the "arms-in' position, con
movement of the corresponding control valve. The ends trol arms 28, 128 are resiliently forced by springs 40, 40
of valves 22, 122 are suitably vented. Control valves 22, against the inner stops 35, 135; and in the "arms-out"
22 are pivotally connected to control arms 28, 128, re position the control arms are centered between the re
spectively, each arm being pivotally connected at oppo spective pair of stops by the abutment of the inner
site ends to the actuator cylinder 19 and to a pilot's joy 55 shoulders 38, 138 bearing against the sleeves.
stick linkage 29. A preferred two-position device is hydraulically
The aforedescribed mechanism except for modifications operated and servo, controlled, and comprises a pair of
due to this invention is a standard dual-hydraulic aircraft plungers 41, 141 integrally formed on the inner ends of
control system used in modern aircraft. The contribu the respective push rods 39, 139 and slidably housed in
tion of this invention is the combination therewith of 60 a cylinder 42 being integral with frame 43 of the actuating
a high performance, proportional type, electrohydraulic mechanism: Cylinder 42 is provided with an inter
servo valve 30 to control the porting of pressurized fluid mediate shoulder 44 forming a central chamber 45 having
to the respective control valves via passages 27 or 127, an inlet 46, and end chambers 47, 147 having a com
and the utilization of a special flexible control-arm actu mon inlet 48. When pressurized oil from a suitable
ating mechanism 31 interposed between the pilot's link 65 source is admitted in inlet 48 the push rods are pulled
age 29 and the respective control arms to provide a servo in ("arms-in”) as in Figs. 1a-1c for normal servo con
override control in a manner to be described. trol. When oil is admitted in inlet 46 the push rods are
Servo valve 30 is of a commercially available type, pushed out ("arms-out") as in Figs. 2a and 2b for
such as a Model 2000 Series, manufactured by The Moog normal manual control. The ends of the push rods op
Valve Company, Inc. of East Aurora, New York. Valve 70 posite the plungers are slidably guided by ears 49, 149 of
30 is controlled by an electrical signal input which may frame 43 enabling relative movement of the arms with
include a mixture of pilot and other sources of com respect to frame 43.
mand. The servo valve is a four-way spool valve pro Actuating mechanism 31 is connected to pilot joy
vided with a pressure inlet 30a connected to a suitable stick linkage 29 through an authority limiter 50 having
fluid source, i.e., pressurized oil, a return outlet 30b, and 75 adjustably mounted limits 52, 53 extending in the path
 2,898,889
5 6
of a lug 51 on frame 43. Spaces 52a and 53a between trated in Fig. 1c by pulling his linkage 29 to the left, in
the respective limits and lug 51 provide a controlled dicated by arrow 56, moving actuator mechanism 31 and
amount of freedom of movement, so-called "slop,' be control arm 28 in the same direction, the latter as far as
tween control arm actuating mechanism 31 and pilot stop 34. This manual movement of control arm 28 to
stick linkage 29 in each direction of actuator movement the left, moves cognizant control valve 22 to the left of
in servo operation. As long as the actuator movement center, opening passage 25 and admitting oil flow 54 to
does not exceed the freedom allowed by spaces 52a and chamber 20 and the actuator moves to the left, reversing
53a, actuating mechanism 31, and the control arms, re its original direction in Fig. 1a. The right side of the
main in the spring-biased servo control position illus system remains unchanged over Fig. 1b except for a still
trated in Figs. 1a-1c. If, on the other hand, some servo O further compression of spring 140. Operation is similar
failure, i.e., faulty signal or sticking valve causes actuat when servo failure occurs in a normal actuator movement
ing mechanism 3 to be driven past the authority limit, to the right (not illustrated).
the movement of hydraulic actuator is stopped (Fig. 1b), The runaway motion has been automatically stopped
or reversed (Fig. 1c) as will be later described. It should before it can cause any large deflection, and the pilot's
be noted that the authority limits 52 and 53 are set to 5 natural reaction will permit him to assume control and
provide sufficient clearance for desired extra electrical change the direction of deflection. Thus, the mechanism
inputs such as damping and other stability signals with achieves a second principal objective of providing im
out motion feedback to the pilot. The adjustment of mediate and automatical override control in the event of
limits 52 and 53 may be remotely controlled in any con servo failure.
ventional manner. 20 Fig. 2a illustrates the invention system in normal man
The operation of the invention control surface sys ual control by the pilot in which actuator 14 is operated
tem will be described with reference to two normal pri as a conventional standard dual-hydraulic system, pro
mary modes of operation, namely, automatic servo con viding another safety feature in addition to the pilot over
trol illustrated Fig. 1a-1c inclusive, and pilot manual ride Safety provision previously described in servo con
control illustrated Figs. 2a and 2b. 25 trol (Figs. 1a-1c). Servo valve 30 is illustrated in phan
In Fig. 1 a the system is illustrated in “normal servo tom lines to indicate an inactive condition. Normal pilot
control.' Plungers 41, 4 are in an innermost posi control is initiated by actuating two-way position device
tion by admission of oil in chambers 47, 147, and the to the "arms-out” position (oil pressure in inlet 46)
control arms 28, 28 are in a corresponding “arms-in' 30
which locks together control arms 28, 128 and actuating
position under the action of springs 40, 40 wherein servo mechanism 31, the arms being centered between the re
valve 30 can direct oil either to chamber 21 for an Spective stops and control valves being in a centered po
'actuator-right' movement, or to chamber 121 for an sition. Transfer valves 32, 132 are rotated by remote
"actuator-left' movement, depending on the polarity of control to isolate servo valve 30, and connect control
the signal being transmitted to servo valve 30. As an valve inlets 27, 127 with oil pressure in source lines 33,
example, it is assumed in Fig. 1a that servo valve 30 35 133. Simultaneously, the authority limiter 50 is set with
has been directed to move actuator 54 to the "right.” Zero freedom (spaces 52a and 53a in Figs. 1a-1c re
Oil shown by solid arrows 54 via valves 32 and 22 (the duced to Zero) to provide the pilot with direct mechanical
latter being the cogizant control valve) to chamber 21 control without excess lost motion. As shown in Fig.
forcing cylinder wall 9a to the right (pistons 16, 116 2a, hydraulic actuator 14 is at rest in the absence of a
being fixed at 8). Chamber 12 of piston A6 is vented 40 pilot input through linkage 29.
through, control valve 122 and servo valve 30 as indi An input in pilot's linkage 29, for example, to the
cated by broken arrow 54. If the polarity of the cur left as illustrated by arrow 57 in Fig. 2b, carries actuat
rent signal to servo valve 30 is reversed, the direction ing mechanism, both control arms, and both mechanical
of oil flow 54 and 154 is also reversed, valve 22 be control valves all in the same direction, admitting oil
coming the cognizant valve and in a position to port 45 pressure flow 58, 158 from sources 33 and 133, to cham
pressurized oil in line 127 to move actuator 14 to the bers 20 and 121, respectively, causing hydraulic actuator
“left' (not illustrated). 14 to also move in the same direction, namely, to the
The aforedescribed "normal servo control' is main left. It is noted that both control arms are moved in
tained as long as the control arm mechanism 31 (and the same direction, control arm sleeve 36 being abutted
actuator 14 which Supports the mechanism) moves with 50 by inner shoulder 38, and control arm sleeve 36 being
moved by spring 40.
in the preset limits of authority limiter 50. This achieves
a primary object of the invention; that is, to obtain full If the pilot stops the linkage movement, both control
electric control of the hydraulically operated actuator. arms eventually will be restored to the centered position
Figs. 1b and 1c illustrate the system of Fig. 1a (actu by the hydraulic actuator motion, as in Fig.2a. A fur
ator-right) under a servo failure, i.e., electrical malfunc 55 ther movement of the pilot linkage to the right beyond
tion, wherein uncontrolled continuous oil flow 54 from the neutral position, will move both control arms to the
Servo valve 30 has caused the hydraulic actuator to move right, and oil pressure from 33 and 133 will be ported to
the distance represented by arrow 55. During this move chambers 21 and 20 causing the hydraulic actuator to
ment, control arm actuating mechanism 3 is driven move to the right (not illustrated). Whereas, in servo
past the authority limit (space 53a) whereupon stop 53 60 control (Figs. 1a-1c) control arms 28, 128 are so ar
engages lug 51 and restrains further movement of mech ranged by actuating mechanism 31 to be independently
anism 31. However, the hydraulic actuator continues its movable, in normal manual control (Figs. 2a and 2b),
movement to the right causing control arm 28 to be the control arms are locked together by mechanism 31
pivoted about the stationary mechanism 31 until control to act in unison.
valve 22 is centered between stops 34, 35 at which posi 65 The foregoing described control surface system enables
tion valve 22 blocks oil flow in passage 27 to chamber optimized use of an electrically controlled hydraulic
2i and stops the actuator movement (Fig. 1b). It is Servo Valve Without sacrificing performance by eliminat
noted that throughout this movement control arm 128 ing the mass normally associated with pilot override
remains unaffected in the servo position by spring 40, devices. This is accomplished by a design in which the
the latter being only further compressed by relative move O override mechanism is essentially independent of the
ment between sleeve 136 and the rod 139 and providing Servo valve. A further feature of this invention is the
a one-way resilient connection between the control arm ability of the System to revert to full mechanical con
and its actuating mechanism. trol, through the employment of the two-position de
With actuator 4 stopped in Fig. 1b by the authority vice, wherein the pilot is able to take advantage of the
limiter 50, the pilot can exert his override control illus 75 dead Zone inherent in mechanical valves. Summarizing,
 2,898,889
7 8
the invention utilizes the desirable features of both elec 4. The control system of claim 2 wherein said actuat
trohydraulic servo valves and mechanical valves through ing mechanism includes resilient means for biasing said
a special linkage to achieve an improved aircraft control control valves in a normal servo position.
system. 5. The control system of claim 2 wherein said control
Obviously many modifications and variations of the valves are provided with two sources of pressurized-fluid,
present invention are possible in the light of the above one source being directed through said servo valve, a
teachings. It is therefore to be understood that within second source bypassing said servo valve, and a pair
the scope of the appended claims the invention may be of transfer valves for connecting the control valves to
practiced otherwise than as specifically described. either source.
I claim: O 6. The control system of claim 2 wherein said limit
1. An aircraft control system for effecting movement means in the pilot linkage is adjustable.
of a control surface comprising a hydraulic actuator 7. An aircraft control system for effecting movement
having a driven member articulated to said control sur of a control surface comprising a hydraulic actuator in
face; a source of pressurized fluid for driving said driven cluding a pair of pistons in tanden disposed in separate
member; a pair of mechanically operated hydraulic valves chambers in a cylinder articulated to said control sur
for controlling the porting of said fluid to said driven face; two sources of pressurized fluid for driving said
member and for determining the direction of actuator driven member; a pair of transfer valves for selecting one
movement; an electrically operated hydraulic servo valve of said sources; a pair of mechanical operated hydraulic
hydraulically interposed between said source of pres valves, each valve controlling the porting of said fluid
surized fluid and said pair of control valves for alterna 20 from a selected source to both sides of a respective pis
tively porting said fluid to said control valves in response ton and determining the direction of actuator movement;
to electrical command signals; pilot stick linkage; flexible each control valve being a cognizant valve for a par
actuating mechanism carried by the driven member and ticular direction of actuator movement and being actu
connecting said linkage to said pair of control valves; ated by a pivotally mounted control arm; stop means
said mechanism positioning both of said control valves 25 for limiting the movement of said arms; an electrically
in a servo position whereby actuator movement is nor operated hydraulic servo valve hydraulically interposed
mally controlled solely by the servo valve, and said between one of said sources of pressurized fluid and said
mechanism allowing relative movement between the con pair of control valves for alternatively porting said fluid
trol valves by the pilot's linkage in emergency servo op to said control valves in response to electrical command
eration to override actuator movement independently of 30 signals; two-position actuating mechanism carried by the
the servo valve. cylinder and connecting said control arms to a pilot's
2. An aircraft control system for effecting movement stick linkage, said mechanism including resilient means
of a control surface comprising a hydraulic actuator hav acting on the control arms for independently biasing
ing a cylinder member and a tandem piston member, one each of said pair of valves to a servo position whereby
of which is a driven member articulated to said con said actuator is controlled electrically through the servo
trol surface; a source of pressurized fluid for driving valve; preset lost motion limit means interconnecting said
said driven member; a pair of mechanically operated linkage to the actuating mechanism enabling said actuator
hydraulic valves, each valve being cognizant for con to operate solely under servo control within preset limits,
trolling the porting of said fluid to both sides of a respec said limit means directly connecting the actuating mecha
tive piston and for determining the direction of actuator 40 nism to said pilot linkage in actuator movements beyond
movement; an electrically operated hydraulic servo valve said preset limits for manually reversing the position
hydraulically interposed between said source of pres of said cognizant control valve and the direction of ac
surized fluid and said pair of control valves for alter tuator movement for overriding the servo control; said
natively porting said fluid to said control valves in re actuating mechanism being adjustable to a second posi
sponse to electrical command signals; pilot stick linkage 45 tion locking said control arms together wherein the con
having lost motion limit means; flexible actuating mecha trol valves are movable together for normal pilot control
nism carried by the driven member connecting said link of actuator movement; said transfer valves being movable
age to said pair of control valves through said limit means; in normal pilot control for selecting said second fluid
said mechanism positioning both of said control valves source bypassing the servo valve.
in a servo position whereby actuator movement within 50 8. The system of claim 7 wherein said mechanism in
said limit means is normally controlled solely by the servo cludes a pair of push rods each adjustably positioned
valve, and allowing relative movement of a cognizant in two positions, each push rod having a pair of spaced
control valve with respect to the other valve by the pilot's shoulders between which is slidably mounted a sleeve
linkage in emergency servo operation when the actuator pivotally mounted to a corresponding push rod, and
movement exceeds said limit means to override actuator 55 spring means positioned between one of said shoulders
movement independently of the servo valve, said mecha and the sleeve for biasing said arms in one direction.
nism being adjustable to a position where the control
valves are movable together for normal pilot control References Cited in the file of this patent
of actuator movement. UNITED STATES PATENTS
3. The control system of claim 2 wherein said actuat 60
2,753,134 Gordon et al. ----------- July 3, 1956
ing mechanism is adjustable in two positions, one posi 2,823,879 Smith et al. ------------ Feb. 18, 1958
tion in which the control valves are positioned for servo 2,824,712 Rasmussen et al. -------- Feb. 25, 1958
control of actuator movement, and a second position FOREIGN PATENTS
where the control valves are positioned for normal pilot 65
control. 661,120 Great Britain ---------- Nov. 14, 1951