US1622676A - Flying machine - Google Patents

Description

' 2,616 A. SARTINI FLYING M E amh 29', 11

Filed Nov. 18, 1925 Fatented Mar. 29, 1927.

UNITED STATES ncnnmn sAn'rmI, or new YORK, n. Y.

PATENT OFFICE.

FLYING MACHINE.

Application filed November 18, 1925. Serial 80.69391.

This invention relates to flying machines of the heavier than air type and more particularly refers to an aeroplane of a novel and improved construction adapted to start and to land with practically no run and provided with self balancing means increasing its stability while in flight. The primary objectof this invention is to provide an aeroplane of a novel and improved design, fitted with vertical and horizontal propellers, so mounted that their operation is practically free of reaction due to opposing win or-other surfaces,'so that the aeroplane is a le to quickly leave the ground in an upwardl :inclined direct-ion dependent upon the resu tent of the forces exerted by its various propellers.

Another object of thislj invention is to so constructthe wings of the aeroplane that their surfaces will materially assist the operation of the machine when taking off the ground or landing due to the inclination assumed by said surfaces, at such periods.

A further object of the invention is to provide in a machine of the character specied, wings of a novel and improved construction, which will at all times maintain the stabilit of the machine by automatically counter-bu ancing the effects of any change that should occur in the conditions of the-- surrounding medium, whether due to altered speed or to motor trouble, or to air pockets or air currents, or to any cause which may interfere with the proper operation of the machine. With these and other objects in view as will more fully appear as the dcscription proceeds, this invention, furthermore,' comprises certain 'novel constructions and arrangements of parts as will be hereinafter described and claimed in the appended claims.

The invention will be best understood by referring to the annexed drawings, in which Fig. 1 is a plan view of m improved aeroplane in the starting or Ian ing position;

v Fig. 2 is a front view in elevation of the same;

Fig. 3 is a side view in elevation of the machine during its movement of ascent;

Fig. 4 is a similar view of the machine in horizontal flight; and

Fig. 5 is a dia rammatic side view in'elevation showing the construction and operation of the sectional wings wit-h which the machine is provided. i While the machine forming the object of is provided by propellers rotating on substantiall vertical axes, and a supplementary liftlng action is due to the air impelling against the surfaces of the wings during ascensional flight.

By utilizin vertical and orizontal propellers to produce a rapid ascensional movement of the machine, I am enabled to use vertical propellers of relatively small liftin capacity as compared with those ordinarily used in the combined action of the machines of the helicopter ty e. .One ofthe great difficulties encountere in the operation-ofhelicopters, or other machines designed for the purpose of vertical flight, is the necessity of providing very powerful motors and propellers having a considerable surface. There are definite constructional limitations in the path of the designer which can only'be surpassed with difliculty, since increasing power capacity means increase in weight and this in its turn calls for a further increase 'in power capacity. It is well known that, taki'ng'the weight of the aeroplane as a basis, a vertical propeller must exert a force more than double the force exerted b a. horizontal propeller in order to move the same weight; the weight of the power plant needed therefore, is fully double that 'of the power. plant needed. for horizontal flight.

Another factor which usually curtails the ability of a helicopter machine to rise in a vertical direction, is the reaction offered by surfaces ertaining to the machine to the column of aifr forced down by the propellers, this acting'Ias-a brake opposing the ascensional movement. This is, of course, due to defective design, and .in some types of machines, arrangements tendin to correct this condition have been adopte Another characteristic of the presentf invention lies in a special manner of wing construction at points corresponding to the sphere of action of the vertical propellers,

whereby, while the action of said propellers -is not opposed to any extent during the surfaces to automatically occur when varia-' tions in the conditions of the surrounding medium demand it, or when the speed or direction of the machine are changed under the control of the pilot.

One or another of the characteristics mentioned may not be suflicient, per se, to produce a machine able to quicklv leave the ground and to possess the desired conditions of maximum stability in flight, but the combination of all the characteristics mentioned, produces a machine ossessing at one time all the advantages caimed for the helicopter type of machine as well as the advantages of a machine of the ordinary type and possessing other advantageous features which are not found in either type of machine.

The drawings illustrate an embodiment of my invention as applied to a biplane, but the same principles may be employed in connection with an aeroplane of the monoplane or triplane ty e. 11 said drawings, 10 designates the selage or body of the machine which is provided with a horizontal propeller 11 and with two vertical propellers 12, 13 which are symmetrically arranged in relation to the longitudinal axis of the machine and relatively close to the body thereof.

The propellers are preferably so arranged that the pull of the horizontal propeller and the lifting force due to the combined action of the two vertical propellers pass through the center of gravity of the structure, except in so far as deviations from this rule may be sug ested by design and constructional considerations.

The plane is provided with an upper wing structure 14 and a lower wing structure 15, each comprising two frames 16, 17 laterally extending from the central structure. The inner portion 18 of each lateral frame, located directly beneath one of the vertical blind fas lion, being composed of a. lurality of relatively narrow sections 19, wiich are pivotally mounted transversely of the longi: tudinal axis of the machine. Owing to this construction, when the machine is at rest, sections 19 just naturally hang down. This permits free and unhampered passage of the downwardly directed column of air displaced by each vertical propeller when the machine is takin 01?. A horizontal solid wing surface under the vertical propellers ropellers, is constructed Venetian,

would have the effect of creating a counterpressure counter-acting the lifting action of the. propellers. and this would add consider ably to the duty that the propellers would have. to perform. On the other hand, the. construction described as stated permits the free passage of theair displaced by the propellers and in addition to this permits said air .to strike the ground underneath, thus creating a reaction which will actually assist the lifting action of the propellers at the start. This action is also fully utilized owing to the. fact that the propellers are laterally displaced with respect to the body of the-machine, so that there is no passive resistance oti'cred either by the wings or by the body to their lifting action.

During the vertical flight of the machine. the inrushing air impels against the surfaces of sections 19 in a direction from front to rear and forces said sections to remain extended in a substantially horizontal direction to the, mar of their pivotal suspensions, forming what practically amounts to a continuous wing surface supporting its share of the weight of the aeroplane while in flight. ()n the other hand, when said sections 19 are hanging down, owing to their narrow width, they do not oppose any material resistance to the column of air forced rearwardly by the front propeller, so thatat the start, the action of both the horizontal and the vertical propellers utilized.

W'hen the machine is started both the horizontal propellers and the vertical propcllers are caused to rotate at the same time, so that the combined effect of the horizontal pull and of the lifting forc thus exerted is to create upon the machine a resultant pull which is diagonally directed upwardly and forwardly of the starting point, in the general direction indicated by the arrow in Fig; 3. While the machine is thus not lifted in a vertical sense, yet, the direction of its initial travel is sufiiciently inclined from the horizontal and the combined force exerted by the propellers is suflicient to cause the machine to leave the ground almost immediately after being started so thatno run or only a very short run will necessar for the machine to leave the ground. T iis feature is of the utmost importance in permitting as it does. the taking off of the machine from and the landing of the same on relatively restricted areas. Owing to the described construction of wing sections 18, which makes it possible to operate the propellers with full cilicicncy, it is possible to use motors of less power than would be required under ordinary conditions, therefore, the weight of the machine as a whole is decreased in proportion.v Although it is possible to use a single motor for driving all the propellers, if a separate clutch may be fully for to use one motor for the horizontal propeller and another motor for the two vertical propellers; this iving .a greater flexibility. and less weig 1t, and affording the possibility of saving fuel when the machine is in horizontal flight by operating the horizontal propeller only. Furthermore, by using two motors instead of one,'a more uni-- form distribution of weight is obtained and a lighter supporting structure may be employed. l

.The easy operation of the machine, both during the ascent and during its normal flight is further enhanced by the novel construction of the wings and more. especiallyby the form of automatic balance control provided therefor. The main wing structure extends from the inner portion 18 of each frame to the tip portions or ailerons 20, 21. Said 'main wing struc'ui'es desig-' nated bynumerals 22, 23, are also composed of a number of sections 24, 25, 26-, pi votally mounted to the frame. transversely of the longitudinal axis of the machine, and dependin from said frame. Said sections prefera ly three, for the entire depth of the wing are of an increasing width from front to rear, the rear section 26 being wider than the intermediate section 25, which is in its turn wider than the front section 24. Said sections are connected to each other by articulated connections Such as 27, 28, associating one section to another and causing angular motion of all the sections around their respective pivots to take place simultaneously.

The result is 'an articulated structure which may be opened to the position shown in Figs. 3 and 5, where the wing sections are downwardly inclined towards therear of the machine, or closed to the position shown in Fig. 4also shown in dot-anddash lines in Fig. 5, where the various sections are overlapping each other in a substantially horizontal direction, forming a supporting plane of the ordinary type.

When the wing sections are in the position of Fig. 4, the ascensional movement of the machine may. take place with little re-' sistance on the part of said wings; in fact, the wings are so designed that their sections are inclined closer to the vertical than the direction of the diagonal travel of the machine, so that the inrushing air strikes the wing sections at an angle which causes the impelling force to produce an upwardly directing resultant, which ma be comparable to the lifting force exerted y the mugs of an aeroplane of an ordinary type, due to their incidence and which materially. assists the lifting action of the propellers. In order to do this, it is, of course, necessary that retaining means he provided 0 posing the rearward swinging motions of-t e wing sections when this impelled by the air and this retaining force is provided by elastic ten-.

sion members such as 29 attached at one end at 30 to the frame and at the other end to the front section 24 at 31. Said elastic members are each caused to pass over a forked member 32. which is pivotally mounted transyersely ofthe frame'and which may -a's is the case in the design shown, be co-pivotal or integral with the front wing section 24. The effect of said forked member is to cause an elongation of the elastic. members when the wing sections are forced rearwardly to their horizontal position shown in dot-anddash lines in Fig. 5 and therefore, the forc ing back of the wing sections to this posielastic members. while the elastic members are shown attached at 31 to the front wing section 24 only, it is obvious that the same may be extended also to the intermediate and rear wing sections as shown by dotand-dash lines at 33. y

Owing to the construction desoribed,-the wing sections normally tend to remain in their open position shown in Figs. 3 and 5, and will only vary slightly from said posi- ,tion results in an increased tension of the tion during the diagonal upward travel of the machine due to the resistance offered by their surfaces to the impelling air. However, as soon as the desired altitude has been reached, the vertical propellers may be slowed down or. out off alto ether, and the machine will start to travel 1n a horizontal direction due to the action of the horizontal propeller. The forces exerted 'by the air against the wing surfaces is now much] stronger and will cause the said surfaces to assume the horizontal osition shown in Fig. 4 and also shown in ot-and-dash lines in Fig. 5, where the various sections overlap one another, forming the equivalent of a continuous surface supporting the weight of the aeroplane in the ordinary manner. However, the elastlc tension members are now sub ected to an increased tenslon and W111 act immediatel towards increasing the angle of incidence o the wing sections if, for any reason, the force exerted by the impelling air should diminish. This might be due to any one of a number of causes; it may be due to the deliberate slowing down of the motor 15 the pilot for the purpose of effecting t e descent of the machine, or it may be due to the stalling of the motor or to diminished wind pressure, or to air pockets suddenly encountgpedfhy the machine while in flight, or to any other cause. When the causes, thus alterin the buoyancy or supporting action of t e surrounding medium cannot be foreseen, as is the case with air pockets or mishaps to the motor, a dangerous condition is usually created where the pilot must act immediately in order to prevent overturning or spinning of his machine.

In the present case, the elementrof dan er one to these various sources is practica ly removed, because the moment the buoyancy of the air is lessened the elastic tension memhers will act to counter-balance the force exerted by the air against the wing surfaces and will therefore, instantly increase the angle of incidence of the said wing surfaces. This, in its turn, will result in an increase in the resistance offered by said surfaces to the impclling air and therefore, an increase in the lifting force due to the vertical component of said resistance. The inclination assumed by the wing surfaces will thus automatically counteract any tendency of the aeroplane to descend or to capsize.

The elastic tcnsion members are preferably made of a good grade of rubber and may be made in the form of rubber cords having a diameter and a strength suflicient to stand the stresses imposed upon them. While the drawings show these tension members attached only to the extreme ends of the wing sections, it is obvious that intermediate tension members may be employed so that the load may be distributed more uniformly between a plurality of tension members of a relatively small diameter.

The tip portions or ailerons 20, 21, are each composed of a frame 33, 34, having preferably a plurality of sections such as 35, 36, 37 which are also firmly mounted on said frame transversely-of the longitudinal axis of the machine as explained in connection with wing sections 24, 25, 26. Sections-35, 36, 37 are also, of an increasing width from front to rear and are connected to each other l by articulated connections in the manner ex plained in connection with wing sections 24,

25, 26. Their frames 33, 34 may be con-' this is needed for instance when taking a turn, in which case the angular incidence of the inner tip is increased while the angular incidence of the outer tip is increased. But the sections themselves, 35, 36,37 are automatically controlled by elastic tension members in the same manner as explained in connection with sections 24, 25, 26. In aeroplanes of ordinary design, the pilot must be very careful when taking a turn to re-balance the plane as soon as the turn has been taken.- In frequent instances, where the pilot, due to inexperience or inadvert-ence, has failed to reset the inner tip at the proper angle, se rious accidents have taken place, causing the death of the pilot. This is due to the rapid spiral gliding movement of the machine which may take place causing the machine to spin and capsize.

The aeroplane forming 3 object of the present invention is controlled in the 'ordinary manner, when sudden changes of direcan arran ement permits of operatin tion have to be affected; but any mishap due to the failure of the pilot to properly perform the various maneuvers re uired will be positively prevented by the sel -balancing feature described, because the lower resistance offered by the air against the surfaces of face and to rely entirely upon the main wing structures for the automatic balancing of the machine.

The lower wing structure substantially corresponds in its construction and arrangement to the upper wing structure,'although the relative dimensions and arrangement of the various wing surfaces are subject to various changes according to requirements.

The drawings are therefore to be considered as intended for illustrative purposes only and not in a limiting sense.

The described pivotal arrangement of the wing sections also permits of exerting 8. braking action impeding the horizontal progress of the machine when the drivin propeller is slowed down for the purpose 0 effecting a landing; therefore, also in this case, it is possible to land with practically no 'run or with a very small run so that no large landing field is required.

The necessity of providing as flexible a method of control of the various movements of the machine as possible, further emphasizes the advantage of having separate motors for the horizontal or driving propeller and the vertical or lifting propellers. Su 1:h on y one set of propellers at one time or o operating both sets at the same time and also permits speed variations in one of the set of propellers independently of the other. without the necessity of using any complicated speed change mechanism. The advantagesof such an arrangement are obvious, for instance, when taking off, it is usually desirable to run both sets of propellers at a maximum speed; in horizontal flight it may be desirable to cut off the landing pro ellers entirelyand to run the driving propel er at maximum speed, or else it may be preferable in certain cases to run the lifting propellers at a low speed and the driving propeller at a high speed. VVhenlandings are effected, on the other hand, it may be preferable to merely decrease the speed of the driving propeller or to both decrease the speed of the driving propeller and to run the lifting proplellers at a moderate speed, or else it mig t even be desirable when the aeroplane ea ers already possesses a high horizontal speed, to cut oil entirely the drlving propeller and to run the lifting propellers at a high speed. In this case, the lifting propellers will counterbalance a part of the weight of the machine which is caused to descend in a diagonal direction owing partly to its momentum and partly to the balance of its weight, which is in excess of the lifting power of the lifting propellers. VThese various combinations would hardly be possible if the same motor were employed to drive both the driving and the lifting propellers.

At'various points in this specification, the term vertical propellers has been employed to indicate propellers rotating around vertical axes on a horizontal plane and the term horizontal propeller has been used to indicate a propeller rotating around a horizontal axis in a vertical plane. However, both terms are intended to be rather generic in their meaning because the vertical propellers which will be referred to in the claims as lifting propellers or vertical propulsion means may 1n practice becaused to rotate on' axes somewhat inclined from the vertical if desired; and in a similar manner the horizontal propeller referred to in the claims as a driving propeller or horizontal propulsion means, may be caused to rotate around an axis somewhat at an angle to the horizontal. It is also obvious that more than one driving propeller and less or more than two lifting propellers may be used and that all the drivmg propellers or all the lifting propellers may be driven by the same orby separate motors, respectively. In view of these remarks, I reserve myself the right to carry my invention into practice in ways different rom-that shown such asmay enter, fairly, into the scope of the a pended claims.

I c aim: v s n 1. In a flying machine, the combination with a body, of a supporting wing structure therefor, said wing structure comprising a frame and a pluralty of plane sections in front to rear serial arrangement at each side of said body, pivotally mounted on said frame transversely of the longitu'dinal axis of said body, and elastic retaining members for said sections tending to maintain said sections in a downwardly directed position from their respective pivotal points of attachment.

2. In a flying machine," the combination with a body, of a wing structure comprising a frame and a plurality of supporting plane sections in front to rear serial arrangement at each side of said body, pivotally mounted on said frame transversely of the longitudinal axis ofvsaid body, said plane sections being adapted to form a continuous suportin surface when rearwardly directed k." ieir points of pivotal attachment, in a substantially horizontal direction, and -elastic connections, between said plane sections and said frame tending to maintain said plane' sections in .a downwardly directed position from their point of attachment.

3.- In a flying machine, the combination with a body and with a wing structure therefor, of wing tip section s each comprising a frame havin controllable by the operator, plane sections pivotally mounted on said frame transversely of the longitudinal axis of said body, and

tiondownwardly directed from their points of pivotal attachment.

5. In a flying machine, the combination with a body, of a wing structure comprising a stationary frame, wing tip sections each comprising a frame movable in relation to said stationary frame, supporting plane surfaces pivotally mounted on said stationary and movable frames transversely of the longitudinal axis of said body and elastic connecting members between said planesections and theirrelative supporting frames.

6. In a flying machine, the combination with a body, and means adapted to generate an upward diagonally directed lifting and propelling force therefor, of a wing struca variable angle of incidence ture comprising a stationary frame, sup orting plane surfaces, pivotally mounte on and depending from said frame, normally disposed at a slight angle to the direction of said force causing the air impelling against said surfaces to assist the lifting action of said force, and elastic members connecting said-plane surfaces to said frame.

7. In a flying machine, the combination with a body of horizontal propulsion means, vertical propulsion means, a supporting wing structure for said body, said structure comprising supporting plane sections underneath said vertical propulsion means composed of a plurality of relatively narrow sections, pivotally mounted transversely of the longitudinal axis of said body, said sections being adapted to be normally directed downwardly from their pointsof pivotal "attachment and being adapted to swing rearwardly of said vertical position when a longitudinal rearwardly directed air pressure is exerted against their surfaces and I comprising additional plane sections pivotcidence of said last mentioned plane section according to the reaction of the air against said surfaces during the travel of the machine.

8. In a flying machine, the combinationwith a body, of a driving propeller arran ed centrally of said body, two lifting propel ers arranged symmetrically to the central axis thereof, a supportin wing structure for said body, comprismg pfane sections underneath said lifting propellers, composed of a plurality of relatively narrow sections pivotally mounted transversely of the longitudinal axis of said body, said sections being ada ted to be normally directed downwardly rom their points of pivotal attachment and bein adapted to swing rearwardly of said vertica position when a longitudinal rearwardly directed air ressure is exerted against their surface, an comprising additional plane sections pivotally mounted transversely of the longitudinal axis of said body, and elastic retaining members for said last mentioned sections, tendin to maintain said sections in a downwardly directed position from their respective pivotal points of attachment.

9. In a flying machine, the combination with a body, of a driving propeller arranged centrally of said body, two lifting propellers arranged symmetrically to the central axis thereof, a wing structure comprisin a stationary frame, plane sections un erneatli said liftin propellers, composed of a plurality of re atively narrow sections ivotally mounted on said frame, transverse y of the longitudinal axis of said body, said sections bein adapted to be normally directed downwar ly from their points of pivotal attachment, a plurality of supporting plane sections pivotally mounted on said frame trans versely of the longitudinal axis of said body, all the said mentioned plane sections being ada ted to form a continuous supporting sur ace when rearwardly directed from their points of pivotal attachment in a substantially horizontal direction, and elastic connections between said last mentioned plane sections and said frame, tending to maintain said plane sections in a downwardly directed position from their point of attachment.

10. In a flying machine, the combination with a body, of a driving propeller arranged centrally of said body, two lifting propellers arranged symmetrically to the central axis thereof, a wing structure for said body comprising a stationary frame, plane sections underneath said lifting propellers composed of a plurality of longitudinal narrow sections, pivotally mounted transversely of the longitudinal axis of said bod said sections being adapted to be norma ly directed downwardly from their points of pivotal attachment and being adapted to swing rearwardly of said vertical position when a longitudinal rearwardly directed air pressure is exerted against their surfaces, wing tip sections each comprising a frame having a variable angle of incidence in relation to said stationary frame, plane sections pivotally -mounted on said wing tip frames transversely of the longitudinal axis of said body and elastic connections between said wing tip frames and said plane sections, tending to maintain said sections in a position downwardly directed from their points of pivotal attachment.

11. In a-fiying machine, the combination with a body, of a driving propeller arranged centrally of said body, two lifting propellers arranged symmetrically to the central axis thereof, awing structurefor said body comprisin" a stationary frame, plane sections underneath 'saidlifting pro ellers, composed of a plurality of relative y nar row sections, pivotally mounted transversely of the-longitudinal axis of said body said sections being adapted to be norma rected downwardly from their ints of pivotal attachment and being a apted to swing rearwardly of said vertical position, when a longitudinal rearwardl directed air -pressure is exerted against t eir surfaces,

wing tip sections movabiy mounted on said frame, a plurality of ad itionalsupportin plane sections, pivotall mounted on sai frame, transversely of t e longitudinal axis of said body, and elastic connections between said last mentioned plane sections and said frame tending to maintain said sections in a position downwardly directed from their points of pivotal attachment.

12. In a flying machine, the combination with a body, of a driving pro eller arranged centrally of said body, two li ting propellers arranged symmetrically to the central axis thereof, a wing structure for said body, comprising a stationar frame, wing ti sections, each comprising a frame mova le in relation to said stationary frame. supporting plane surfaces pivotally mounted on said stationary and movable frames, transversely of the longitudinal axis of said body and elastic connecting members between said plane sections and their relative supporting frames. f

13. In a flyin machine, the combination with a body, of a driving pro eller arran ed centrally of said body, two li ting propel ers arranged symmetrically to the central axis thereof, a wing structure for said body comprising a stationary frame, lane sections underneath said lifting propel ers, composed of a plurality of relatively narrow sections, pivotally mounted transverselyof the longitudinal axis of said body, said sections being adapted to be normally directed downi diwardly from their points of pivotal attachment and being adapted to swingrearwardl of said vertical position, when a longitudinal rearwardlg directed air pressure is exerted against t eir surfaces, wing tip sections movably mounted on said frame, a plurality of additional supporting plane sections, pivotally mounte on said frame transversely of the longitudinal axis of said body, plane sections pivotally mounted on said movable frames transversely of the longitudinal axis of said body, and elastic connections between'said second and last mentioned plane sections and their relative supporting frames.

14. In a flying machine, the combination -with a body, of a supporting wing structure therefor, said wing structure comprising a frame and a plurality of plane sections in front to rear serial arrangement at each side of said body pivotally mounted on said frame transversely of the longitudinal axis of said body, each section having a greater width than the adjoining section at the a front thereof, and elastic means for retaining said sections in a'downwardly inclined position.

15. In a flying machine, the combination with a bod and means adapted to enerate an upwar diagonally directed lifting and propelling force therefor, of. a wing structure comprising a frame and a plurality of plane sections in front to rear serial arrangement at each side of said body pivotally mounted on said frame transversely of the impelling against the surfaces of said sections to assist said force in lifting said mag chine.

AOHILLE SARTINI.

longitudial axis of said 'body, each section

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