US1311377A - And stabilizing - Google Patents

Description

E. M. BLAGKSHER.

STARTING, STOPPING, AND STABILIZING APPLIANCE FOR AEROPLANES. APPLICATION FILED sum-12. 191a.

1,3 1 l ,377, Patented July 29, 1919.

4 $HEETSSHEET lr fittmega E. M. BLACKSHER.

STARTING, STOPPING, AND STABILIZING APPLIANCE FOR AEROPLANES.

APPLICATION mu) SEPT, I2. 1918.

Patented July 29, 19W.

4 SHEETSSHEET 2.

E. M. BLACKSHER.

STARTING, STOPPING, AND STABILIZING APPLIANCE FOR AEROPLANES. APPLICATION mu) SEPT,12. 1911;.

1,3 1 1,377, Patented July 29, 1919.

4 SHEETS-SHEET 3.

' wuautm E. M BLACKSHER. STARTING, STOPPING, AND SIA-BILJZING APPLIANCE FOR AEROPLANES.

APPLICATiQN FILED SEPT. 1.2. 1.9.18. I 1,31 1,377. Patented July 29, 19 19.

4 SHEETS-SHEET 4- @wventoi ERASMUS M. BLACKSHER, OF BREW-TON, ALABAMA.

STARTING, STOPPING, AND STABILIZING APPLIANCE I OR AEROPLAN ES.

Specification of Letters Patent.

Patented July 29, 1919.

Application filed September 12, 1918. Serial No'. 253,780.

T 0 all whom it may concern .Be it known that I, ERASMUS M. BLAQK SHER, a citizen of the United States, residing at Brewton, in the county of Escambia, State of Alabama, have invented a new and useful Starting, Stopping, and Stabilizing Appliance for Aeroplanes and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to an improved aeroplane.

It has been observed that the majority of disasters to aviators result from what is called the nose dive and the tail spin, therefore the object of the present invention is to provide improved means applicable to aeroplanes and particularly adapted. for stabilizing or holding the aeroplane on even keel, that is substantially horizontally, thereby overcoming .or avoiding the nose dive or the tail spin, in order to obviate or lessen the percentage of disasters.

- The invention further aims to provide horizontally operating propellers in gear with the motive power of the aeroplane, that is at will of the operator, for the purpose of stabilizing the airplane, and to attain this result it is the aim to operate the horizontal propellers in opposite directions, in order to attain the best eflect toward equalizing and balancing the plane. For instance, should the operator observe that his craft is on the verge of taking a nose dive, or a tail spin (in case the craft is of the push-- ing type instead of the pulling type) the operator may actuate a clutch mechanism, so as'to put the horizontal propellers in gear with the motive power, and since the horizontal propellers are operating in the opposite directions, one equalizing the other, the craft or aeroplane may be easily and quickly righted or stabilized, hence overcoming the nose dive or the tail spin.

The invention further aims to provide concaves or turrets in thelower plane of the craft, in which the horizontal propellers are housed, the propellers in this case presenting a conical shape during their revoluble'movements, since the blades are disposed with relation to the hubs of the propellers, in order to conform to the contour of the concaves or turrets.

The invention further aims to mount the horizontal propellers to revolve in planes parallel with the planes of the craft, regardless of whether the planes extend horizontally from or at angles to the fuselage or the body of the craft.

The objects in disposing the blades at angles to the hub of the propellers to give a conical appearance or shape during their rotations, is to offer a substantially parachute resistance to the air, to more efli'ectually stabilize the planes.

The invention further aims to provide suitable wind shields of any suitable or necessary shape, preferably convexed or partially conical, such as ma extend a slight distance forwardly, where y' the headon resistance of the air may be thrusted from the propellerswhen they are not in action.

It has been further observed that aviators encounter disadvantages or difficulties in starting and stopping the air craft and a further aim of the invention, is that the twin propellers revolving horizontally and in opposite directions greatly minimize such disadvantages or difficulties, and allow the operator to bring the craft to a gradual stop, such propellers will also permit aviators to gradually and. easily start their crafts, and in either case stabilize the aeroplane.

In practical fields the details of construction may necessitate alterations falling within the scope of what is claimed.

The invention comprises further features and combination of parts as hereinafter set forth, shown in the drawings and claimed.

In the drawings Figure l is a view in front elevation of the improved stabilizing means as applied to an aeroplane.

Fig. 2 is a plan view on line 22 of Fig. 1 showing the top plane removed and the fuselage partly in section, illustrating the stabillzing means, as applied.

Fig. 3 is an enlarged detail plan view of the clutch and gear connections between the horizontal rotating propellers and the engine.

Fig. 4 is a detail sectional view on line 44 of Fig. 2.

Fig. 5 is an end view of another form of aeroplane, showing the combination starting,stopping and stabilizing appliance applied thereto, showing the planes inclined slightly upwardly and laterally.

Fig. 6 is a plan view, showing another form of clutch mechanism for the driving means, and showing housing devices for the of the modified form of clutch mechanism between the gearing and driving means. D Fig. 8 is an enlarged detail view of the means for actuating the clutch.

Fig. 9 is an enlarged detail sectional view of the gearing between a driven shaft and one of the stabilizing devices.

Referring more especially to the drawings, 1 designates .the body or the fuselage of the aeroplane, and which may be any suitable shape or configuration and may be constructed in any suitable manner. The fuselage or body is mounted upon a frame 2 having supporting wheels 3, and the tail end of the fuselage is provided with the usual laterally extending fins or planes 4, to which the rear lifting planes 5 are hingedly' connected at 6. The tail end of the fuselage is also provided'with the usual vertical finsor planes 7 to which as at 8 the steering plane 9 is hingedly connected. Projectingflaterally from the fuselage 'or body is the lower main plane 10, and 11 denotes the upper main lane, which extends transversely: of the uselage and spaced abovethe same, there being the usual vertical stays 12 connecting the upper and lower main planes. A conventional form of asolene motor or engine 13 i s mounted in t e fuselage, and the forward end of the engine shaft 14- is rovided with a pulling propeller 15, an keyed at 16 to the rear end of the engine shaft is the hub 17 of a conventional form of conical or cone shaped friction-a1 edge 19 of a clutch member designed to cotiperate with a similar conical interior surface 20 of the clutch member 21, the stub shaft 22 (which is axially alined with the engine shaft) .of'which is mounted in a bearing 23 which is fastened at 24 to the interior of the bottom of the fuselage. A bevel gear 25 has its hub 26 pinned as at 27 to the stub shaft 22. A bracket 28 is secured to the interior of the bottom of the fuselage as at 29. The hub 17 of the clutch member 18 has a reduced part 30 for the reception of the collar 31. A nut 32 is threaded on the reduced part of the hub to hold the collar 31 on the reduced part so that it may freely rotate in the collar. The collar is provided with laterally extending pins 33 and 34. A spring 35 connects between the pin 34 and the pin 36, which projects laterally from the rear part of the engine casing. A suitable lever 37 is pivoted at 38 to the bracket 28 and has a slot connection with the pin 33, so that by moving the lever pivotally in one direction the clutch member 18 may be disengaged frictionally from the clutch member 21, and when moved in the opposite direction the clutch member 18 may frictlonally engage the clutch member 21. Mounted in bearings 39 which projectupwardly from the interior of the bottom. of the fuselage are shafts 40, which rotate in opposite directions as indicated by the arrows a and I), and their adjacent ends have, bevel gears 41 meshing with the bevel gear 25. The shafts 40 extend at angles to each other and their outer ends are mounted in bearings 42, which ,rise upwardly from the upper surface of the lower plane, there being collars 43 pinned on the shafts 40, which together with the hubs of the bevel gears 41 engaging the bearings 39 prevent axial movements of the shaft 40. The lower plane near its end is provided with upwardly concaved depressions 44, which are partly spherical shape, and

mounted in bearings of and centrally in these concavities are shafts 45 and on their upper ends bevel gears 46 are secured by pins 47, and on their lower ends the hubs 48 of the propellers 49 are secured by pins 50 there being spacing collars 51 between the hubs 48 and the walls ;of the concavities 44. The outer extremities of the shafts 40 are provided with bevel gears 52 and 53, which mesh with the bevel gears 46, so as to rotate the propellers 49 in opposite directions, as indicated by the arrows c. The blades of the propellers 49 may be constructed of any suitable material, either wood or metal, preferably the latter, and may be any suitable shape, preferably wide fan-like slightly helical shape. Furthermore the blades of the propellers 49 may extend from the hubs 48 in such a manner as shown as to conform to the concavities or turrets 4-4of the lower main plane, so that when the-propellers are revolving, the planes in which they rotate will appear conical or spherical. By means of these revolving propellers, a substantially parachute resistance is offered to the air, whereby together with the opposite rotations of the propellers acting to stabilize the air craft and avoid nose diving or tail-end spinning. The forward edge of the main lower plane near its ends, and the under part of the plane carry suitable wind shields or protectors 53, which are of the shape shown, and are extended slightly forwardly and act to thrust the head on resistance of the air from the propellers when they are not in action. In the operation when the aviator quickly observes that possibly the air craft will take a nose dive, or a tail spin (in case the air craft is of the pushing type instead of the pulling type), the lever 37 may be quickly oscillated, moving the-clutch member 18 in frictional contact with the clutch member 21, which will impart movements to the shafts 40 in opposite directions and will be revolved in opposite dlrections, consequently r ghting 0r stabilizing the air craft and exerting alifting action thereon the propellers 49- thereby overcoming or minimizing disaster due to end diving. The clutch members and all the bearings of the propeller shafts are designed to permit of free movement, consequently may operate in oil containers (not shown), or such bearings and clutch members may be well lubricated in any. suitable manner (not shown).

In Figs. 5 and 6 there is disclosed a modification of the aeroplane, which is of the monoplane type, and in this showing the planes incline slightly upwardly and laterally, and are of the shape in plan view, as shown in Fig. 6. Also in this type of machine the lanes are braced or reinforced below by t e tie rods 54, which connect between the fuselage and theouter portions of the planes 55. Rising upwardly from the fuselage, as shown in Fig. 5 is'a standard or upright 56, and connected between this standard or upright and the outer ends of the planes are bracing tie rods 57. y

In Figs. 5 and 6, 7 and 9 the gearing between the shaft 22 and the propellers 49 is the same as that shown in Figs. 1 and 2, and 3 and 4. However, belt connections for transmitting power may be employed in lieu of the gearing. Also in Figs. 5, 6 and 9 the turrets or concavities 44 are dispensed with, and also are the wind shields 53. However, inFigs. 5'and 6 suitable elon gated housings 58 are provided for the shafts 40 and the gear connections between said shafts and the stabilizing propellers 49. These housings 58 are secured at 59 to the upper surfaces of the planes, as shown clearly in Fig. 6. The inner ends of the housings 58 are connected in any suitable manner at 60 to the wall of the fuselage or body of the aeroplane, as shown in Fig. 6. The outer ends of the housings may or may not be open. However, they are shown as preferably open, in order to permit access to the gears 46, 52 and 53 when the occasion arises.

In Fig. 7 and also in Fig.6 a modified form of clutch mechanism is provided, which consists of a cone clutch 61, which may be connected to the engine shaft 14 in any suitable manner preferably integral. The shaft 22, which carries the gear 25 is mounted in a bearing 62, which is carried by the bottom of the interior of the fuselage, there being collars 63 and 64 secured by pins 65 on the shaft 22, to prevent axial move-' ment of the same. A shaft 66 is mounted in a bearing 67 rotatably and slidably. This bearing 67 is also carried by the bottom of the interior of the fuselage. One end of the shaft 66 has a rectangular socket 68 to slidably receive the reduced extension 69 of the shaft 22. This extension 69 is also rectangular in cross section, whereby the two shafts 22 and 66 may rotate together. The other end of the shaft 66 has keyed thereto as shown at 70 a clutch cone or member 71. Loosely mounted upon the shaft 66 is a sleeve 72 provided with an annular flange 73, and arranged between the sleeve 72 and the cone clutch 71 is a washer 74 of any suitable material preferably bronze, so that the cone 71 will freely move. Secured by a pin 75 to the shaft 66 is a collar 76, between which and the sleeve 72 a washer 77 of any suitable material preferably bronze is interposed in order to lessen friction. The sleeve 72 has a lateral arm 78, between which and the lug 79 a coil spring 80 is connected, to

hold the cone clutch 71 normally out of engagement with the cone clutch 61. As shown in Figs. 6, 7 and 8, a plate 81 is countersunk in the bottom of the fuselage and secured by screws 82. This plate 81 has an elongated siot 83, and projecting downwardly from the plate 81 are spaced ears 84, which protrude through the opining 85 in the bottom of the fuselage. A lever 86 is pivoted at 87 between the cars 84, and operates in the slot 83. The lever 86 has a foot engaging end 88. whereby the lever may be actuated manually. A lateral pin 89, which projects from the lever 86,- is provided with a roller 90, adapted to bear against the annular flange 73. It is to be observed that in starting to ascend, and beginning to descend for alighting on the ground, the operator or aviator, may, by foot pressure, actuate the lever 86, moving thesleeve and the shaft 66 axially, by reason of the roller 90 contacting with the flange 73, so as to move'the clutch member 71 frictionally in contact with the clutch member 61, thereby driving the shaft 66, and transmitting power to the stabilizing propellers 49 through the gears 25, 41 and 46 and. 52 and 53. By means of these propellers 49, an aviator may avoid tail end spins or nose dives. It has been observed that birds when once in the air soar or sail, and it has been observed that when they increase or decrease their flight, or when starting or. stopping, that is to ascend, or to descend to alight, they usually flap their wings, and corresponding to this principle, it is the aim of the present invention to utilize the stabilizing propellers 49, operating clockwise and counter-clockwise toward the center of the aeroplane, and whereby with their further gyroscopic actions upon the aeroplane, tends to reduce side slipping, tail end spins and nose diving to a minimum. It is to be understood that in building this aeroplane and applying the stabilizing propellers that belts and pulleys may be substituted for the gears and vice versa, or the turrets used or not used, and furthermore it is obvious that stabilizing propellers may be applied to any type of aeroplane, either mono-plane, bi-plane or ,may not be' inclined upwardly and outconcaved turrets, of propellers mounted in' and conforming to said turrets and operable in opposite directions for stabilizing the air craft, and means in advance of the under part of said turrets for thrusting the head on resistance of air from the propellers.

2. The combination with one of the main planes of an air craft provided with under concaved turrets, of propellers mountedin and conforming to said turrets and operable in opposite directions for stabilizing the air craft, and means for operating said propellers in opposite directions.

3. The. combination with one of the main planes of an air craft having its under surface at both ends provided with spherical concavities, of propellers operating in opposite directions in said concavities, shields carried by the under surface of the frame near its forward edge and in advance of the propellers for thrusting the head-on resistv ance of air from the propellers, and means for operating the propellers in opposite directions. r

4. In an air craft comprising a fuselage and motive means therein, the combination with the'mainfplanes carried by and project.- ing laterally rom the fuselage of stabilizing propellers mounted upon the under part of one of said planes-and being revoluble in opposite directions in horizontal planes, the under part of said plane having spherical concavities in which and with which said propellers operate and conform, means in advance of said propellers for thrusting the head on resistance of air from the propellers, gear connections between the propellers and the motive means for operating the propellers in opposite directions, and means in said gear connections for throwing the connections in and out of gear with the motive means. I

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ERASMUS M. BLACKSHER.

Witnesses:

JOHN D. LEIGH, JULIA TIPrINs.

Copies 01 this patent may be obtained for five cents each, by addressing the "Commissioner oi Patents.

Washington, D. 0. 1

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