US2396684A - Airplane deicing and engine silencing construction - Google Patents

Description

March 19, 1946. F CHADSEY 2,396,684 I AIRPLANE DEICING AND ENGINE SILENCING CONSTRUCTION Filed Oct. 2, 1942 1 5 Sheets-Sheet 1 l n venlor Tim 7? flmash mg I,

By w

- March 19, 1946. F, P. CHADSEY 2 ,396,684

AIRPLANE: DEICING AND ENGINE SILENCING CON STRUCTION Filed Oct. 2, 1942 5 SheetsE-Sheet 2 Inventor vF. P. CHADSEY March 19, 1946.

AIRPLANE DEICING AND ENGINE SILENCING CONSTRUCTION Filed Oct. 2, 1942 5 Sheets-Sheet 5 Inventor Attorney! March 19, 1945.

F. P. CHADSEY AIRPLANE DEICING AND ENGINE SILENCING CONSTRUCTION Filed Oct. 2, 1942 SSheets-Sheet 4 Inventor m I? may? F. P. CHADSEY AIRPLANE DEICING AND ENGINE SILENCING CONSTRUCTION March 19, l946.

Filed Oct. 2, 1942 5 Sheets-Sheet 5 Inventor atented ar. 19, 1

MRPLANE DEICING AND ENGENE SELENCING CONSTRUCTIQN Fred P. Gliads ey, Fillmore, Calif. Application @ctober 2, 1942, Serial No. 460,54?

4 Ciaizns.

The present invention relates to new and useful improvements in airplanes and more particularly to means for de-icing the wings, body, rear elevators and rudder.

An important object of the invention is to provide connections for the exhaust manifold of the engine of the airplane to distribute the exhaust gases over the desired parts and thus supply sufiicient heat to prevent formation or ice thereon.

Another object is to provide an improved airplane construction which adds to the efficiency and control of the machine, and thus improve the safety thereof, and which is also inexpensive to manufacture and otherwise well adapted for the purposes for which the same is intended.

Other object and advantages reside in the details of construction and operation as mor fully hereinafter described and claimed, referenc being had to the accompanying drawings form ing part hereof, wherein like reference numerals refer to like parts throughout and in which:

Figure 1 is a plan view of one type of an airplane embodying my invention.

Figure 2 is a sectional view through the wing taken on a line 2-2 of Figure 1.

Figure 3 is a side elevational view.

Figure 4 is a sectional view taken substantially on a line ll l of Figure 1.

Figure 5 is a fragmentary sectional view taken substantially on aline 55 of Figure 3.

Figure 6 is a sectional view through the body taken on a line 65 of Figure 3.

Figure 7 is a fragmentary sectional view taken substantially on a line 17 of Figure 5.

Figure 8 is a sectional view through the exhaust control valve.

Figure 9 is a detail of the bracket for the exhaust control valve.

Figure 10 is a fragmentary plan view of a modified form of the invention.

Figure 11 is a front elevational view thereof.

Figure 12 is a fragmentary side elevational view.

Figure 13 is a transverse sectional view of a wing embodying the modified construction, and

Figure 14 is a horizontal longitudinal sectional view thereof.

Referring now to the drawings in detail, and with particular reference to Figures 1 to 6, inclusive, the numeral 5 designates the body or fuselage of the airplane having ings 6, rudder 7 and rear elevators 8. In advance of the rudder is the upstanding fin 9. I

To the engine, shown at dotted lines at it, is

connected exhaust pipes H and i2 leading to the opposite sides or the body and entering the respective wings 6 adjacent their front edges. The wings are of hollow construction and are provided with vertical laterally extending partitions iii, the partitions at their inner ends connect with the body and at their outer ends terminate short of the outer ends of the wings to provide front and rear chambers or passages l4 and i5 communicating at the outer ends of the wings.

The body is formed of inner and outer spaced shells iii and ill to form an insulated air space it 'therebetween, the front end of the air space being closed by a transverse partition i9. Openings and 2% provide communication between each or" the rear compartments it with the air space it.

Each of the exhaust pipe l l and i2 are provided with a branch pipe 52' (shown in detail in Figure '7) leading through the partition l9 into the air space 58, and at the junction of the branch pipe a gate valve V is provided on a pivot pin P to control passage of the exhaust gases either to the wings or to the air space. The pin P is provided with a rod R which is attached to a lever L engaged in notches N of a support S to secure the valve in open or closed position, or in a partly'open position.

Projecting above the body adjacent the wings are a plurality of air discharge nozzles 23-connected to the air space it, the nozzles being of flat flaring iorm disposed horizontally and directing the heated air from the nozzles fanwise over the upper surface of the body.

Nozzles 2t and 25 project outwardly from opposite sides of the body adjacent its rear end and also communicate with the air space It, the nozzles 26 and 25 likewise being of fiat flaring form and are disposed horizontally immediately in advance of the elevators 8. I

Projecting upwardly from the top of the body at its rear end immediately in advance of the fin 9 is a nozzle ZGcommunicat-ing with the air space I 8 and also'of fiat flaring form and vertically disposed to spread the heated air over the fin.

In the form of the invention illustrated in Figures 9 to 13, inclusive, the body or fuselage is shown at El and the wings at 28. The wing have motor nacelles 29 mounted in the leading edges thereof, it being understood any desired number of motors may be provided.

Annular exhaust manifolds 3B surround themotors from which exhaust pipes 31 and 32 extend, the exhaust pipes 35 extending inwardly to a fiat elongated manifold 33.

A sectional defroster conduit designated generally at 34 is conformably fitted on top of the wing 28 substantially coextensive therewith and is composed of a front section 35 and rear section 36 secured to the wing by straps 31 and bolts 31' threaded in angle brackets 31 at the front and rear edges of the wings. One edge of each section is in abutting relation and the abutting edges at the outer ends of the sections are open to provide communication with each other.

The manifold 33 is secured on top of the front section and communicates therewith by means of a passage 38 at the inner end of the front section, while the rear section at its inner end communicates with the air passage [8 of the fuselage by a pipe 39.

Stay bolts 40 brace the top and bottom surfaces of the sections of the defroster.

From the foregoing it will be apparent exhaust gases from the engine will pass through the manifold 30 into the front section 35 of the defroster and will then travel toward the outer end thereof, as indicated by the arrows in Figure 14, into the rear section 36 and thence into the air passage l8 of the fuselage for subsequent discharge at the tail thereof as heretofore explained.

The distribution and dissipation of the exhaust gases as indicated further reduces the noise of the motors to produce a quieter running airplane.

It is believed the details of construction and manner of use of the device will be readily understood from the foregoing without further detailed explanation.

Having thus described the invention what I claim is:

1. An airplane de-icing construction comprising a fuselage having inner and outer spaced shells to provide a gas chamber surrounding the fuselage, hollow wings at each side of the fuselage, a partition longitudinally in the wings defining front and rear compartments communicating adjacent the outer ends of the wings, said rear compartment being connected to the gas chamber in the fuselage, and means for feeding engine exhaust gases to the front compartment for circulation through said compartments into the gas chamber of the fuselage.

2. An airplane de-icing construction comprising a fuselage having inner and outer spaced shells to provide a gas chamber surrounding the fuselage, hollow wings at each side of the fuselage, a partition longitudinally in the wings defining front and rear compartments communicating adjacent the outer ends of the wings, said rear compartment being connected to the air chamber in the fuselage, means for feeding engine exhaust gases to the front compartment for circulation through said compartments into the gas chamber of the fuselage and exhaust funnels connected to the gas chamber of the fuselage and arranged to spread the exhaust gases over adjacent surfaces of the fuselage.

3. An airplane de-icing construction comprising a fuselage having inner and outer spaced shells to provide a gas chamber surrounding the fuselage, hollow wings at each side of the fuselage, a partition longitudinally in the wings definingfront and rear compartments communicating adjacent the outer ends of the wings, said rear compartment being connected to the gas chamber in the fuselage and means for feeding engine exhaust gases to the front compartment for circulation through said compartments into the gas chamber of the fuselage, said fuselage having vertical and horizontal control elements at its rear end, and exhaust funnels connected to the gas chamber of the fuselage for directing exhaust gases against said control elements.

4. An airplane de-icing construction comprising a fuselage having inner and outer spaced shells to provide a gas chamber surrounding the fuselage, hollow wings at each side of the fuselage, a partition longitudinally in the wings defining front and rear compartments communicating adjacent the outer ends of the wings, said rear compartment being connected to the gas chamber in the fuselage, means for selectively feeding engine exhaust gases to the front compartments of the wings or directly to the gas chamber of the fuselage, and exhaust funnels connected to the gas chamber of the fuselage and arranged to spread exhaust gases over adjacent surfaces of the fuselage.

FRED P. CHADSEY.

Images