US1866534A - Aeronautical device - Google Patents

Description

July '12, 1932. A- s JANlN v1,866,534

AERONAUTICAL DEVICE Filed Nov. 25, 1928 9 Sheets-Sheet 1 @WILL-m?. U

mvENToR July 12, 1932.' A vs. JANIN AERONAUTICAL DEVICE Filed NOV. '23, 1928 9 Sheets-Sheet -2 lvwentoz JulyL 12, 1932. A, s. JANIN AERONAUTICAL DEVICE Filed NOV. 25, 1928 9 Sheets-Sheet 3 July 12, 1932 A. s. JANIN AERONAUTICAL DEVIC-E i 1,0m lil I 9 Sheets-Sheet 4 Filed Nov. 23, 1928' D I l/ g1/weinte July 12., 1932. A. s. JANIN I lxs-.166,534

n lFiledNov- 23, 1928 9 sheets-Sheet ,5

INVEVNTOR i July l2, 1932- A. s. JANIN AERONAUTICAL. DEVICE Filed Nov. 23, 1928 9 Sheets-Sheet 6 m3 www July 12, 1932- A. s. JANIN AERONAUTICAL DEVICE Filed Nov. 25, 1928 9 Sheets-Sheet 8 I N VEN TOR.

July 12, 1932. A. s. JANIN l1,866,534

AERONAUTI CAL DEVICE Filed Nov, 25, 1928 9 Sheets-Sheet 9 --LB-ES INVENTOR Patented July 12, 1932 UNITED STATES PATENT OFFICEQVv ALBERT S. JANIN, 0F WEST NEW BRIGHTON, NEW YORK, ASSIGNOR, BY MESNE ASSIGN- MENTS, T0 ALICE LUCILLE J'AN IN AERONAUTICAL -DEvIcE Application led November 23, 1928. Serial No. 321,457.

My invention relates to aeronautical devices to be universally used for a number of purposes.

One of the objects of this inventlon as shown in Figures 1 to 7 inclusive of the drawings, represents an indicating means for showing when the craft loses its lateral balance and banking same. Also means for showing what angle the craft is flying from and what the pitch is during same operation. Another means showing what courses o r d1- rection the craft is traveling and whereby can be kept in a straight direction.

Another object of these devices as shown are Figures 8 to 14 inclusive of the drawings, represent an air cooled engine provided with a valve in the head, comprising substantlally the explosive chamber and means of operating the same, also means for cooling same.

Another object is shown where as the engine is entirely enclosed in the cowling and means for admitting the air to and from said engine for cooling same during its operation.

Another feature is shown whereby the propelling means may be used for operating the air entering the ports or inlets and by the centrifugal force of the propeller causes the air to be drawn in around the engine and eX- hausted at the ends of the propeller blades.

The exhaust of the engine may also be conveyed to the propeller blades and exhausted at the ports at the ends of the blades.

A further object of this invention as shown in Figures 15 to v29 inclusive, represents a method for the manufacturing of aircraft by stamping out the sections to the con'- tour of said machine and securing said sections together by bolting or securing same ing aircraft by the stamping out of metal.

This section which comprises the sides and the reinforcing or locking rings whereby the entire craft can be stamped out of metal and y a locking means or ring; also a webbed assembled by boltin or unbolting the sections. If in case o accident to the craft, the damaged parts can be replaced without rebuilding the entire aircraft.

Still another feature as shown in Figures 36 to 42 inclusive, discloses a stream lined airplane to operate from land or water designed for speed and having a dual propel-A ling means in tandem operating in the streamv line body or fuselage. c

A still further feature of the invention as shown in the drawings from Figures 43 to 47 inclusive, is a type of iyng machine known as an amphibian which can operateA in the air from land or water.

Another feature of the invention shown in the drawings from Figures 48 to 55 inclusive is an altitud-e controlling indicator. The altitude desired to fly at, can be set and when the aircraft acquires the height set, it will maintain and keep said height until the pilot desires its descent. A still further vfeature of the invention as shown in the drawings in Figures to 67 inclusive, is an automatic means for automatically controlling the lateral direction of the aircraft during its operation.

Figure 1 is a plan view of the indicator means.

Figure 2 is a sectional view of the indicating means showing the glass tubes and the liquid in said tubes, also the electrical connections connecting same.

Figure 8 is a plan view of the indicating means. y

Figure 4 is a plan or front view or another form of the indicating means showing the inclination of the craft when flying a straight course or direction.

Figure 5 is a sectional view of Figure 4, showing the arrangement of the parts.

Figure 6 shows a side elevation of the compass or direction indicating device to indicate the line of travel.

Figure 7 is a front view of Figure 6. Figure 8 is a sectional view of an engine, showing a head or chamber valve and means for operating same.

Figure 9 is a sectional view of Figure 8.

Figure is a plan view of another form of placing the valve in said head. AFigure 11 is a plan v1ew of Figures 9 and m Figure 12 is shown for housing the engine in the cowling therefore providing a stream line and eliminating head resistance; also showing means for cooling the en 'ne.

Figure'13 is a front view of igure 12. 1 Figure 14 isl a sectional side elevation of another form of cowling for housing the engine and also means for cooling same.

Figure 15 is a view showing a side elevation of an aircraft construction from stamped o ut metal.

4 Figure 16 is a side sectional view of Figure 15.

Figure 16 also shows a form of chassis supporting said aircraft when on the ground. 2 Figure 17 shows a sectional view taken substantially at A A.

Figure 18 is a sectional view taken at B B.

Figure 19 is a sectionalfview showing more sections to constitute av union.

Figure 2O is a sectional view showing a lock ring with lugs securing same to the sections.

Figure 21 is a side view of the locking ring showing lugs rotruding.

Figure 22 1s a plan view of the locking Fgigure 23 is a view of the section provided with a flange.

Figure 24 is a form ofja part of the sections. p

Figure 25 is a view of the flange member to which the plates or sections are secured.

Figure 26 is a form of double bolt for securing the rings to said aircraft.

Figure 27 is a form of caster for operating -the tail part of the airplane when on the ground.

Figure 28 is a view of an alleron.

Figure 29 is a view showing the chassis.

Figure 30 is a view showing the stamped out sections of the aileron comprising the outer and inner shell sections.

Figure 31 is a view showing the section partly assembled.

Figure 32 is a partly assembled airplane wing or aerofoil showing the stamped or punched members assembled.

Figure 33 is a part of a stamped section complete.

Figure 34 is a view of a metal holder supporting a composition.

Figure 35 is a view of a better bolt to secure the sections together.

Figure 36 is a view showing a stream line by an airplane provided with a dual pro' pelling means for operating in tandem in the fuselage.

Figure 37 is a front view of Figure 36.

65 Figure 38 is a side elevation of the airmeans of the controlling plane designedjo operate from and alight" on the lan Fi e 39 -is'a plan view of an airplane, :spa le of floating and balancing on the wa- Fi re 40 is a view of'a form of aileron to ba ance the aircraft duri its operation.

Figure 41 is a rear view o the o rating means for operat' the rear propelllar. Figure 42 is a si e section view of Figure Figure machine known as an amphibian flying from water or land and thereon.

Figure 44 is a front view of the amphibian machine showing other retractable chassis.

Fi re'45 is a view showing a tail retractable c assis.

Figure 46 is a side view of the shock absorbing means for the tail.

Figure 47 is a view of the rudder or steerin means for the aircraft; also representing a ag.

'Fi re 48 is a front view of an altitude controlllng and indicatin means.

vFigure 49 is a sectional side elevation of Fi re48. Y igure 50 is a sectional rear view of Figure48. i

Figure 51 is a sectional view of the altitude operating means.

Figure-52 isa sectional view of the dial of the indicating means.

Figure 53 is a view showing the indicating means for controllin the electrical operating means for operatlng the rear controlling means to vary the altitude.

Figure 54 is a side view of parts of the operating means shown in Figure 53. p

Figure 55 is a view of the shock absorbing means.

Figure 56 is a plan view of a course settiling compass.

igure 57 is a sectional side view of Figure 56.

Figure 58 is a sectional side elevation of atrvl'pe for ghting the inductor compass.

Figure 59 is a sectional view showing the arrangement of the brushes and the operating means.

Figure 60 is a plan view of the current indicating and controlling means.

Figure 61 is a sectional view of the indicating and controlling means.

Figure 62 is a rear view of the indicating and controlling means.

Figure 63 is a plan view of the inductor compass taken at .the point A A.

43 is a side elevation of a flying trical operating. means showing in. the Figures 64 and 65. v

In Figure 1, of the drawings is shown an Aindicating means to indicate the operation of the aircraft or other vehicles having a case 1l shaped somewhat like the letter T, made preferable of an insulating material such as bakelite, etc. provided with a iange to secure it to the instrument board. In the case 1 are two glass tubes, 2 and 3 connecting each other at right angles and provided with a nonfreezing colored liquid 4 to operate in said ltubes 2 and 3. Said tubes are provided with recess 5 to receive the expansion of the liquid and to prevent same from rising along the line.

The glass tubes 2 and 3 are also provided with electrical connections 6 which are-'molded in the glass and caused to operate by the changing of the position of the liquid and operates an electrical operating v means to operate this airplane controlling means. The tubes are set in the case 1 and held in place by a glass cap 7 which is secured in place by the screw ring 8 preventing dust Water etc. from entering therein.

The front face of the case 1 is provided with a horizontal line 9 showing when the aircraft is in normal position laterally, longitudinally or when banking and inclination 10 and 10a to show what angle the air craft is flying at, or what pitch thecraft is operat- In Figure 4, the structure is similar with the exception that the case 1 is cut away at the bottom and the tube 2 is somewhat narrowed to make space for the compass or course indicating device.

The compass or direction device 11 comoses a spherical or ball shape with shell 11 ed with a nonfreezing liquid and provided at the front with a concave magnifying glass 12 and secured in the metal ring 13 by the lock ring 14. The ring 13 is secured to the shell 11 by the bolt 15 and made liquid tight.

The compass 16 is preferably ball or spherical' shaped and made of suitable material and provided with the necessary magnets and radium illuminated numerations and provided with pivots 17 attop and bottom which is supported by the jewel 18 at both ends and secured in the thumb screw 19 by the set screw 20; the ball is liquid damp from spinning by the ribs 21. The ball compass may be used in the spherical metal-shell 11 without ,being pivoted'.A

In Figure 8 of the drawings is shown an engine of the reciprocating and air cooled type provided at the head or combustion chamber with a valve seat 22 and guide 23 made integral with said valve seat screwed in said head and a valve 24 substaning spherical shaped operating in said seat22 provided with a hollow stern25 operating in said guide 23 held in place by any suitable means such as springs or tension devices 26 which operate inthe housing 27 `which is made art of the cylinder heads of the engines. T e tension device 26 operates against the thrust bearing 28 which rotates and held v end movement by the member 29 which is tothe valve stem 25 and operates the valves through the gear 31 and 32 on the hollow shaft 33 which' in turn is operated by the gear 34 of the c ank shaft of the engine. The lubrication o the gears and valves are forced up through the hollow shaft 33 in the gear housing 35 and filters to the valve 24.

The engine'is provided with a metal air cooling jacket -36 which ris slipped over the cylinder head and secured to the gear housing 35 by screws 37 or any common means; also provided with fins 38 made integral with the cylinder and provided with an air inlet member 39 secured jacket 36 to allow the air to enter and circulate around the cylinder of this engine and to cool same.

The engine can be cooled by severalv methods when enclosed in the cowling 40; One way is shown in Figure 8. The airvcan come in through the air inlet member 40 and forced out at the bottom of the air cooling jacket 36 or the air cooling jacket 36`can be seated at the bottom as shown by the dotted lines 41 as shown in Figures 8 and 12 and connected with the propeller 42 by the pipes connecting 43 and 43a which are connected to the air cooling jacket 36 which are in communication with the space between the jackets 36 and the cylinder heads. By the centripital force caused by the operation of the propeller the air is drawn in at the air inlet member 39 and circulated around the cylinder` and drawn out by the member 43 and the pipes 43a through the propeller 42 and exhausted at the ends through the ports'44. The 'eX- haust may be connected to the said air coollng means by the pipes 46 and which may be regulated by a valve at any practical means and which may be operated and controlled by a thermostatic means.v

In Figure 14, there is another form of cooling the engine when enclosed in the Cowling 39 for protecting the engine and causing less resistance while traveling through the air. The front air inlet or opening surrounds the engine shaft and the crank case 47 of the engine 48 may be flared towards the propeller `as shown to throw the inrush of air toward the cylinder head 48 and pass out at the slots 49 of the Cowling or there may be a piece of metal iiared out or shaped like a funnel as ainst f* lheld in place by the gear 30 which is secured igure 8 which shows the parts or valve d openings 50 and 51 for inlet and exhaust.

. In Figure 10 is shown another form of operation of the valves 50 and 51 whereby the engine crankshaft operates about 4 to 1 of the valves, whereas 1n Figure 9, the valves make a com lete revolution, to two of the crankshaft. -t is obvious that the valve can be situated to the best advantage; also the inlet and exhaust ports.

In Figure 11 is shown a plan view of the gear housing and means 35a for inspection etc. y

' The s ark plugs 52 may be located so as to fire at t e openin of the valves and be protected from the urning of the gases while the valves cover the spark plug 52- during its operation.

In Figure 13 is a front view of figures showing the Cowling 39 having the englne and the air inlets 40 to allow the number to cool the engliine.

Figure 16 of the drawings is shown a method or the manufacturing of aircraft in production whereas during hostilities these aircraft can be produced 1n great numbers and assembled behindl the firing line in very short eriods of time which -are very essential w ereas the v1ew shown 1s a sectional view of the airplane whereby the parts which are portable and stamped from sheet metal in sections to conform with the shape or contour of the body or fuselage and which eliminates interior and exteriorbracing and make when constructed a light and very strong structure to stand lateral and longitudinall strains.

The section comprising the units are so designed that they are interchangeable in buildin of said units.

designed so as to be made up of units comprising sections that are stamped from sheet metal.

The units of the aircraft as shown in-Figures 16, 30 and 31 comprise four sections but may be designed to have more sections as shown in Figure 19.-

The sections 53 which comprises the main shell and contour of the fuselage are formed with flanges on-all sides as shown during the` stamping and provided with hole 55.

The inner made section 56 ts snugly in themain section 53 and comprise a rectangular section provided with holes 57 registering with the holes of the section 53.

The sections 53 and 56 are secured together z. by hollow bolts 57 as for any practical means -as shown in Figure 85 and as shown in the fully assembled section in Figure 31.

It is obvious that this method of design and construction when the sections are completely built up when bolted together formm the units from both lateral and longitudina webs 58 and 59 which give great rlgidity and strength to the body of said aircraft.

In Figure 17 is shown a mid section of the body portion or fuselage and means for connecting the to the body com rising a metal lug 60 made integral with t e flange section 53 and receiving a double drift bolt 61 as shown in i re 26 or any practical means may be usedg.`1 v

The empennage or rear control comprising the vertical rudder 62, the horizontal rudder 63 and balance fins 64 and 65 are stamped and provided with the flanges 66 and bolted together inl a similar manner as the body shown by the dotted lines 67.

The units of the aircraft as shown in Figures 16, 30 and 31 comprises four sections but may be designed to have more sections as shown in Figure 19.

The sections 53 which comprises the main shell and contour of the fuselage are formed with flanges 54 on all sides asshown durin the stamping and provided with holes 55.

he inner or'male` sections 56 fits snugly in the main shell or section 53`and comprism a rectangular section'provided with holes 5 registering withA the interior and exterior bracing and make when constructed a. light and very stron structure to stand lateral and longitudina strain.

The section comprisin the units are so designed that they are interchangeable in building of said units.

In Figure 13 is a front view of Figure 12 showing the Cowling 39 having the en ine and the air inlets 40 to allow the mem ers to cool the engine.

The drawing 29 shows a method of chassis built up of webs 68 stamped out of metal reinforced and bolted together as shown comprising when lfinished a strong. stream line curved structure supporting the shock absorbing means as shown in Figures 15 and 16 of the drawings.

The tail or rear portion of the aircraft is supporting a wheel 69 and shock absorbing means 70 supported by the support 71.

In Figures 21 and 22 are'shown a section of a lock rim 72 with 'the lug 73 punched, that may be used to lock the section together and clinching the lugs 73 as shown in Figure 20.

In Figure 24 is shown an end view of one of the sections 53 and the inner angle frame 56.

In Figure 27 is a tail support comprising a wheel caster 74 supported and operating in a curved member 75 operating in a gimbal joint 76 and held in operative position by the tension means or rubber 77.

In Figure 82 of the drawings is shown a win or aerofoil comprisin a member of the sections 78a, 786, 78e, an 78d constituting the usper section stamped from metal and provi ed with flanges 79 formed on all ends and provided with holes 80 to receive the bolts to secure same together.

' The sections 78e, 7 8f, 78g and 7 8h, constituting the lower or under surface of the Wing or aerofoil.

The front section 78a and 7 8e are provided with flanges and are 'oined and bolted together at the entering ge E.

The upper section 78a, 785, 78o and 78d are secured to each other and to the bottom `sections 7 8e, 78f, 78g and 7 8h, by the section 79a, 795, 79o, 79d, 79e and 79)' which are stamped and provided with web` sections having flanges 81 formed to give strength as shown.

The upper and lower sections as heretofore stated are provided with flanges 82 in sections 82 as 1n number 56 as shown in Figure 30 which lit snugly in said upper and lower section and having holes 80 registering with the holes 80a of said section to secure the bolts for securing same. The sections as heretofore mentioned when bolted together constitute a unit providing the cord of the wing from front or entering edge back to the trailing edge and connecting to the other unit until the wing is completely built up.

In Figure 33 is shown one of the sections 53 and 56 of the unit bolted up and ready to receive a metal shell 81 having the same contour or shape as the section in Figure 33 and provided with {ian es 82 turned in reverse direction as the section 53 and 56.

A light bullet proof composition or filling 4o 83 which is fireproof and secured in said shell or section 53 and 56 which 'is bolted up toether and the shell 81 is provided with anges 82 flaring outwardly and which is constructed from tempered metal giving the flanges 82 a springing effect and provided with holes 84 large enough so when the sec. tion or shell 81 with its lilling is pushed in place the iianges 82 are sprung in place and the holes 84 register with the nuts or bolts and hold the shell 81 in place therefore makes a smooth surface and finish on the inside of said aircraft and also makes it bullet proof, fireproof and sound proof, and protects it from the weather conditions and may act as a thermoid member and also makes a smooth inside surface.

When bolting the sections and units together as shown in the drawings a plastic waterproof cement can be used between said sections and units which make a bouyant body when on the water; also makes a smooth clean surface without any bracing as the bolting is done inside. Y

In Figure 36 of `the drawings is shown a side view of a type of hydroairplane provgear 96 of the drive shaft 95'is in mesh with vided with exceptional stream lines and particularly adapted for very high speed but may be used for other purposes. A

The body or fuselage 85 `preferably constructed by the unit system as heretofore stated and provided with a stream line floating means 86 provided with a balancing member or float 87 extending opposite sides of the floating means-substantially at the center of gravity and 86 supported by said floating 75 means and having surfaces extending downwardly and rearwardly to be acted upon during contact with the water.

The body portion or fuselage y85 is supported from the lioatin means 86` by the stream line section 88, t e airplane is controlled by a rear control having the vertical and horizontal control 89 and 90 substantially shaped alike and supported at the tapered tail portion of the fuselage. The airplane is supported in the air by the airplane surface or aerofoil 91 and balanced laterally by the ailerons 92 which are operated from inside as well as the rear control eliminating head resistance or friction.

The airplane can be powered with one engine operating the dual propellers 93 and y91 or may be operated by two separate engines each driving a propelling means.

The front or rear engine can be connected to the rear drive by the drive shaft 95 which is provided with a-drive gear 96 which is supported bythe bearings 97 and 98 which is supported 4by the gear case 99. The drive 100 and drives the gear 100 which is in mesh with and drives the propeller race gear 101 which operates on the ball bearing 102 which is supported by the ball race 103.

VThe propeller race gear 101 is provided with sockets 102 which hold and support the propeller blades 94 to operate said craft.

The ball race 103 is supported and secured by the member 104 which also supports the rear or tail portion of said airplane; also the rear control.

In Figure 38 is shownan airplane stream lined and substantially the same as in Figure 36 Vinstead of having the loating means 86 for supporting the craft in the water. The airplane is provided with a chassis comprising main landing wheels 105, located substan- 'tially at the center edge of the wing 91 and provided with a tail support 106, provided with a pivotally operated wheel 107 operating in a pneumatic shock absorbing means 108. The propulsion means are the same as in Fi re 36.

n Figure 39 is shown a form of Heating means 109 comprising a wide float tapered at the bow and stern or tail and forming a stream line and giving automatic stability both laterally and longitudinally while on the water.

In Fi re 40 as shown is an aileron of the y stream line type and supported at its bearing 130 alsl by a tubular shell 11o which is provided with a groove collar-111 and operated by acabley 112 or any practical means from the inside of the wing so as to eliminate any outside friction.

In Figure 43 is shown an aircraft known as an amphibian ty which can rise from the land and water an alight thereon and comprises a substructure 113 and superstructure 114 having a tail portion 115 extending beyond said substructure and supporting a rear control 116 and 1160, for operating and controlling the craft during its operation in the air and on the water.

The substructure 113 which tapers to the front and stern is provided with a flared out bottom portion 117 as shown in Figure 44 and extending downwardly toward the center both laterally and longitudinally toward the center and forming a step and upwardly to the rear or stern 117 a of said craft.

The Wing 118 is to support the craft when in the air and partly uring its operation on the water; also the stream line engine nacelle 119 which supports two engines 120 at each end operating a propeller 121 and 122, one Kulling and the other pushing.

T e substructure 113 and su erstructure 114 comprise a stream line roun ed hunched back fish shaped body having the hunch at the top substantially at the center or pressure and provided with a pilots cabin 122 in front as shown.

The substructure 113 is provided with a stream line member 123 surface extending downwar 1y and rearward ly and supporting a retractable chassis comprising a wheel 124 ivotally supported by the rods 125 at the ront and the rods 126 and shock absorbers 127 which are pivotally mounted on the hollow shaft 128 which operates and is held by the bearin s 129. The hollow shaft128 is rovided at t e ends with a worm gear 130 w 'ch is in mesh with and operated by the worm 130 which is operated from the pilots cabin by shafts and gearing or any other common means to raise and lower the chassis and means for locking same in an adjusted position.

The aircraft is provided at the rear or stern of the substructure with a pivotally mounted wheel 132 mounted in the flange 133, better shown in Figure 46 and provided with co1- lars 134 and 135 made inte al therewith one collar 134 secured to a ho low tube 136 o erating a pneumatic plunger in theshock a sorbing means 137 and the collar 135 operating on the shaft 138 which extends to the bottom of and secured to a metal strap 130 tothe skid 140 also supported at the top by the bracket 141 which is *secured to the structure (provided with a shown in Fi 46 with the exception with the method or raising the wheels 132. The shock absorbing means or structure referred to is su porte from the worm rod 142 by the brackets 141 which operates u and down by the operation of the worm ro 142 which is operated by the gear 143 which is secured to said worm rod and in mesh with and o r-i ated by the gear 144 on the shaft 145,` w 'ch is operated from inside of said aircraft. The

worm rods are supported from the hull by the bracket 46.

In Figure 7 is shown the vertical rudder or control 116 pivotally mounted on the` vertical tin 116B, which is rigid and secured to the horizontal iin 116A and which is painted to represent a iag which may be of a country as shown.

In Figurel 48 of the drawings as shown is l the altitude controlling indicator comprisglass cap all of w ich are kept in .placeprovided a by the screw ring 156. The dial 152 is provided with two-movable dial rings 157 and 158 provided with tooth segments 159 and 160. The tooth segment 159 is in mesh with and operated by the gears 160 which are operated and in mesh with the worms 161 and operated by the thumb screw 162 for setting the ring 157 for the altitude designed. The ring 158-is provided with tooth segments which is in mesh with and operated by the gear 163 which is in mesh and operated b the worms 164 which is operated by the thum screw .165 to operate the ring 158 to set the altitude for the altitude operating means to start or stop o rating as a controlling indicatlng means or operating the craft.

The dial 152 is provided with three screws 166, 167 and 168 and provided with springs 169, and 171. The -spring 169 makes contact with the screw 166 and the metal rim 172 which is pressed in the ring 152 and having a contact point 173 extending through to the face of the rim 157 as shown in Fig- .A ure 48. The spring 170 is in contact with the metal ring 174 having a contact point 175 extending through to the face of the rim as shown in Figure 48.

` The screw 168 is in contact with thespring 171 which is in contact with the metal rim 176 of the ring 157 and4 which is in contact with another spring 177 which is in contact with another metal rim 158 and which is provided with a contactv point 178 extending abo..

through to the point better shown-in Figure 48 y indicating means is as follows:

Assume the altitude to fly at, be 10,000 feet.

c I The altitude indicated may be operated electrically by first turning the current on by operating the switch 179 and then setting the altitude desired by operating the thumb screw 164 toward the way the arrow is pointing thereby turning the worm 165 which is in mesh with the gear 163e which isin mesh with the tooth segment 159 thereby o erating the rim 157 until the diamond shape marker D which is radium illuminated, registers 10,000 feet and then by turning the thumb screw 166, the way the arrow is pointing, thereby turning the worm 165 which is in mesh with the gear 165a which is in mesh with and operates the rim 1-58 until the contact points 178 register in line with the numeration indicating the number of thousands of feet of altitude that the altitude controlling' means may start or stop operating same.

By turning on the switch 79 the current from the battery B enters the -electric feed ring 180 by the worin 181 which charges the indlcating hand 151.

As the indicating heights as 173 and 179 are set, as the craft rises from the land or water the charged indicating hand moves to the left and makes contact with the point 179 causing the current to flow from'the point 179 through the wires- 182 to the solenoid 183 which is in contact as shown causing a circuit in Figure 53 and throwing the switch 182 and making contact with the point 184 thus causing a current to iiow from the battery to the switch 185 and during the operation the current to the solenoid 183 is automaticallycut off by the automatic tripper 186 which is secured to the solenoid shaft, and brakes the current at 187.

As the craft is gaining altitude unt-il it reaches the 10,000 feet set, the current is automatically cut off and the switch 185 is set thereby causing the current to flow to the solenoid 186 causing a circuit and pulling in the shock absorbing means 187 which is in contact with the rear control air surface 188 and causing it to lift upward to climb or continue its altitude.

When the craft reaches the 10,000 feet altitude or the point set the current is automatically cut if and the rear control automatically is brought to its normal position, The indicating hand 150 which is provided with lug 189 make contact with the point 175 thereby causing a circuit to lowthrough wires 190 to the solenoid 191 thereby energizing the solenoid 1914 and causing solenoid to operate and switch the current to the solenoid 192 to pull the rear control downwardmove upward and causing the aircraftto 76 gain altitude and etc.; until the craft reaches the point 17 5 and the current flows through .the wire 195 to the solenoid 191 therefore energizingvthe solenoid 186 thereby ulling down the rear control and causing t e aircraft to lower itsaltitude. When the craft is brought down and when the hand passes or makes contact with the point 179, this electric Vcurrent is automatically c-ut off. i

In Figure 56 as shown in the drawings co A stitutes a direction or course setting device particularly adapted for aircraft which consists o f a Hat round case provided with a dial, 4196 with enumerations to indicate the course or direction the craft is to travel.

The dlal is provided at its inside edge with tooth segments 197 operated by a worm 198 operating in the housing 199 and provided with a gear 200 in mesh with the gear 201 which is secured to a shaft and which is in mesh and operated` by 202 Vand operated by the handle 203 to adjus'tthe dial to a desired position.

The shaft 204 which is secured and turns the dial as shown and provided with a gear 205 with one end in gear with another gear 206 to operate the shaft 207 to operate the brushes 208 in the inductor compass.

It is obvious that whenv the dial of the direction or course. setting deviceis operated the shaft and brushes are also operated.

In Figure 58 is shown a broken section view of the inductor compass.

In Figure 63 is a sectional plan view of I the inductor compass taken at the point A A.

In Figure 59 is shown the location and the means for operating the brushes.

In Figure 60 is shown the course indicating, controlling means which is electrically operated by the operation of the inductor-compass.

When the course is s et by the'course setting device, the brushes are also set and takes the current ofi1 or if enerated when the aircraft turns to the lefgt the revolving coils of the generator would cut the magnetic line more or less and the indicating needle would swing to the leftbecause the magnetic lines are cut to send the current through the coils of the generator from front to back. If the craft goes to the right, the magnetic lines would be cut in such a way to send the current from the back to the front and shows that the Vcraft turns to the right as the indicntor hand would turn to the right and the automatic electrical controlling device auto-- matically brings the craft back to its normal or proper course.

forming a closed compartment when united together, several of the intermediate units openmg upwardly, and a fabricated metal wing, comprising a lurality of'united sections, s'ecured to sai body s'o as to close the open units of the body.

Signed at Tompkinsville, in the county of Richmond and State ofNew York, this 8th .day ofOctober, A. D. 1928.

ALBERT S. JANIN.

lying, and means for uniting the sections and members together.

3. An airplane fusela e metal body' unit comprising a plurality-o preformed sections having flanges on all edges, flanged reinforcing members shaped to fit wlthin the flanged edges of the sections, hollowI bolts for uniting the sections and members together to form .compound elements, and means to unite said elements into units.

4. A metal section member for an airplane body unit comprising a preformed section havlng flanges, a flanged reinforcing member fitting within said section, means for uniting said section and member at the flanges, and a cover plate adapted to be secured to said united section and member so as to lie flush flange edges.

5. A metal section member for an airplane body unit comprising a preformed section having flanges, a flanged reinforcing member fitting Within said section, means for uniting said section and member at the flanges, and a cover plate having apertured flanges telescoped with the flanges of said sect1on and member so that the a ertures engage said means to hold the cover 1n place.

6. A metal section member for an airplane body unit comprising a preformed section having flanges, a flanged reinforcing member fitting Within said section, means for uniting said section and member at the flanges, a cover plate having apertured flanges telescoped with the flanges of'said section and member so that the apertures enga e said means to hold the'cover in place, an a {illing composition between. said sections and cover.

7 In an airplane fuselage, a metal body comprising a plurality of preformed units secured end to end, each unit comprising a plurality of flanged sections united together,

a cover plate secured to the inner sur ace of each section to give the interior of the unit a smooth surface, and a filling material be- ;ween the wall and cover plate of each secion.

8. In an airplane fuselage, a metal body comprising a` plurality of fabricated units Aals

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