US1593490A - Flying machine - Google Patents

Description

July 20 1926.

A. J. FORTESCUE FLYING MACHINE Filed Jan. 4. 1923 3 Sheets-Sheet 1 4 s 5 7 Z 7 1 1 4 w w w Ill. O

l July 20, 1926. 1,593,490

A. J. FORTESCUE FLYING MACHINE Filed Jan. 4, 1923 3 Sheets-Sheet 2 wo e y.

July 20 1926. 1,593,490

A. J. FORTESCUE FLYI-NG momma Filed Jan. 4, 1923 3 Sheets-Sheet 5 v fizaeza aw Q'deri giiaaaform cue Wamvz 6% Patented July 20, 1926.

um'rso STATES PTENT, OFFICE.

ALBERT JOHN EORTESCUE, OF ARNCLIFFE, NEW SOUTH WALES, AUSTRALIA.

FLYING MACHINE.

Applicatiomfiled January 4, 1923, Serial-No. 610,665, and in australia June 29, 1922.

This invention relates to heavier than air flying machines and has for its objects the,

construction of a machine that will, while fly ng, whether rising or descending, re-

- a main in an approximately level attitude, but

1b flying and commercial purposes, or sea flying, and for packing for transport purposes than present day airplanes.

The machine is inherently stable and capable of hoverin and is controlla le in a positive manner while so hovering. It is capable, while slowly descending, of flying backwards and of turning to the right or left or roundabout on a "ertical axis without the necessity of banking as is the case with ordinary air lanes.

According to the invention, the lateral planes are pivoted on a horizontal or level axis, from positive to negative or vice versa with the horizontal of the machine and function as the main means for elevating, sustaining, and for depressing the machine while in fli ht. The. lateral elevating or sustaining p anes are arranged to pivot in unison. For trick flying, the front and rear planes may ,be arranged to pivot 1ndependently of each other, or each side set of planes may be arranged to pivot mdependently of each other for lateral controlling purposes,so that the angles of incidence can be varied as desired. A saving of fuel per mile of travel is thus effected, and very fast flying is attained by reason of the diminished resistance. These planes can also be tilted to a negative angle for the purpose of causing the machine to volplane, the machine itself remaining approximately level while so doing. .The machine has auxiliary elevators and a rudder, also a tail lane and fin, all of which are arranged in t e line of slip-stream from the propeller. There may also be balancing flaps or the usual ailerons arranged on two or more of the main elevating planes, or the planes may be warped for lateral controlling purposes. The machine is specially adaptable for starting 05 from small areas of land, sea, or deck without the employment of attendants, chocks,

or other retaining means. It will be capable of landing on smaller areas than present while slowly descending,

day airplanes, and also is especially adapted for landing while the engine is running, and while both the main propeller and a retarding propeller are revolving.

The machine is of small span compared with its area. The pivoted lateral elevating planes may be duplicated one set above the other to form a double biplane (that is to say,'e ight distinct planes) for heavy weight carrying.

I employ preferably four or more lateral elevating, sustaining or depressing planes which are pivoted on a horizontal axis for the purpose of varying the angles of incidence to the line of flight or level of the machine from positive to negative, being operable through suitable controls by the pilot. These planes are approximately of equal area, and are arranged on approximately the same level. In the case of the double biplane type, the top planes may be a little more or less in area than the bottom planes. The pivoted planes are arranged on the outer ends of two or more fixed spars or on roller arms which are preferably fixed or journalled on the machine frame. They are arranged .at approximatel laterally from the centre 0 the machine, and are spaced widely apart so as to allow the forced air from the propellers to pass without interference withsame, and also to permit the planes to be pivoted clear on each side of the machine frame as well as for stabilizing purposes. The rear planes may be slightly higher or lower than the front planes, and all the planes may be webbed at their inner edges to prevent spilling of air. The machine frame is preferably constructed of two suitable longrons and the necessary struts, cross pieces and stay wires, which may be duplicated in the case of the double biplane type, one or more of the cross pieces being fixed at approximately the centres of balance and area of the machine. Supported on this cross piece or pieces, I employ a post, strut,,or struts, for securing to same the stays or straining wires of the frame, the said post, strut or struts being attached at about the centres of area and balance of the machine and projecting under the frame for securing other straining wires or stays to. Immediately behind or adjacent to the post, strut, or struts, referably as near asconvenient, the props ler is positioned, and preferably at the same distance equal distances in front of the post, strut, or struts I employ a retarding propeller which is arranged the-reverse wa bein driven so bv the air it passes through. When the propeller, and also the retarding propeller, are in operation, a partial vacuum will be created between them which will ensure stability of the machine, both forming a fulcrum for controlling purposes. The pivoted lateral elevating planes may then be varied for volplaning as desired. It is obvious that if the engine should stop, the said planes can be immediately set at any suitable volplaning angle that the pilot may desire.

The auxiliary elevators, also the rudder, tail plane and fin, are positioned at the rear of the machine frame, and are situated in the line of slip stream from the propeller, the auxiliary elevators and the rudder being operable through suitable means by the pilot for positive controlling purposes, especially when both propellers are engaged.

A suitable chassis is employed for landing andfor taxiing purposes, and I employ detachable floats for sea flying. The pilot s cockpit or fuselage is positioned referably towards the front of the machine rame, and the engine preferably. towards the rear of the machine frame. I may employ two passenger or gun cars, one on each side of the frame in balanced positions, and the fuel tanks may be embodied therein and connect ed by pipes so that the consumption of fuel will not materially alter the balance of the machine. For trick flying, I prefer to operate the front set of planes with one set of controls, and the rear set of planes with another set of controls, so that looping the loop and other manoeuvring may be performed ac cording to the desire of the pilot.

It will be obvious that the machine can,

.when starting off from the earth or other place, be operated by the pilot without assistance. I ma for some purposes dispense with the retar ing propeller and its means of control.

But in order that my invention may be more readily comprehended'I will now refer to the accompanying drawings in which,

Figure 1 is a side elevation of the invention in the form of a double biplane.

Figure 2 is a plan view of Figure 1, while Figure 3 is a front elevation of Fi re 1.

Figure 4 is a diagrammatic side view of one of the planes with the operating spar or roller integral therewith.

Figure 5 'is a modification of Figure 4 in which the spar is stationary, the planes being adapted to revolve on same.

Figure 6 is a partial plan view of the engine and propeller connections.

Figure 7 is a side elevation of the invention in the form of a double monoplane.

Figure 8 is a part side elevation of a modified form of engine and propeller drive, while Figure 9 is a plan view of Figure 8.

The same numerals indicate the same or corresponding parts throughout the drawings.

11l1 is the frame of the machine composed of suitable longitudinal members and cross pieces, with a central post or strut 12. 13 is the under-carriage or chassis, with wheels 14 which may be replaced by floats when used as a sea-plane, or the floats may be attached to the under-carriage or chassis clear' of the wheels. 15 is the pilots cockpit or fuselage, and 16 the engine. 17, 18, 19, and 20 are the planes all working in unison, being connected by suitable wires or connecting rods, each pair of upper and lower planes being provided with jointed levers 21, 22, and 23 suitably operated by a control wheel or lever 36 in the cockpit, so that-all of the planes move together from a 5 positive to a negative angle of incidence or vice versa according to the desire of the pilot.

24 and 25 are the auxiliary elevators and 26 the rudder, 50 representing the tail plane. Each of the upper planes is provided with ailerons 27 suitably controlled by wires 28. 29 are passenger or gun cars positioned at both sides of the machine, the underneath portion of which may be utilized as fuel or oil containers, the supply pipes from said containers being coupled together so that an equal uantity of liquid is taken from each tank without altering the balance of the machine.

In the preferred type, the operating spars or members 30 for each plane are integral therewith as shown Figure 4, but I may have these spars rigid with the frame and have the planes revolving on them as shown in Figure 5.

The driving propeller'31 is coupled directly to the engine shaft 34, and I provide a retarding propeller 32 which may be thrown into operation by a clutch 33 when desired. The engine ma be started by a crank arm lever 35 or the ike.

In the double monoplane type shown in Figure 7 there are four lanes on approximabely the same level, 3? being one front plane, and 38 one rear plane, the four planes eing coupled by suitable wires or rods 39 so that they. may be controlled in unison.

In the modified form of driving the propellers shown in Figures 8 and 9, a gear wheel 40 is mounted on the extension shaft 34 and meshes with a further gear wheel 41 mounted on a countershaft 42 preferably positioned above the engine shaft. The retarding propeller is attached to this counter shaft by the clutch 33. With this construction, when both propellers are in operation, they revolve 1n opposite directions thereby ensuring greater stability and absence of torque or gyroscopic action from the propellers.

I claim I 1. In flying machines of the heavier than air type, the combination of pairs of laterally' spaced pivoted fore and aft main elevatmg planes having means for connecting.

them to pivot in unison, to concurrently vary their angle of incidence, ailerons on the ends of two or more of said planes, a propeller positioned at approximately the centers of the area of the planes and t balance of the machine, and arudder and elevators situated in the slip stream for controlling and steering purposes, said planes, ailerons, rudder and elevators being capable of operation by the pilot.

2. In flying machines of the heavier than air type, the combination of fore and aft main elevating planes capable of pivoting in unison, ailerons on the ends of two or more of said planes, a drivin propeller positioned at,approximately t e centers of the area of the planes and the balance of the machine, a rudder and elevators situated in the slip stream for controlling and steering purposes, said planes, ailerons, rudder and elevators being capable of operation by the pilot, a retarding propeller situated close in front of the driving ropeller, and a clutch operative by the pi 0t to control said retarding propeller.

3/ In a flying machine of the type de' scribed, the combination of a main driving shaft, a driving propeller fixed thereon, a counter shaft having means for driving it from the driving shaft in a direction opposite to that in which the latter revolves, and a retarding propeller mounted on and drivenfrom said counter shaft, both the driving propeller and the retarding propeller being positioned at about the centers of aura of the planes and balance of the ina chine.

4. In flying machines of the heavier than air type, the combination and arrangement of four or more. pivoted planes for lateral controlling purposes, a driving propeller and a retarding propeller positioned at about.

the centre of area of the planes, said"planes and propelleis being controlled by the pilot, ailerons on two or more of the planes, and a rudder and auxiliary elevators positioned in the slip stream from the driving propeller substantially as described and illustrated.

In testimony whereof I have hereunto set my hand.

ALBERT JOHN FORTESCUE.

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