US1016609A - Aeroplane. - Google Patents

Description

P. 0. & F. s. CARPENTER.

AEEOPLANB.

APPLICATION FILED FEB. 28, 1911.

1 01 09 Patented Feb. 6, 1912.

2 SHEETSSHEET 1 m WITNESSES f/VVENTORS P. 0. & E. s; CARPENTER.

AEROPLANE. APPLIOATION FILED Palms, 1911.

1,016,609. Patented Feb. 6, 1912.

2 SHEETS-SHEET 2.

WITNESSES 1 [N VEN T ORJ' lame FRANK COSIBY CARPENTER AND FLOYD SMITH CARPENTER, OF LOUISVILLE,

KENTUCKY.

AEROPLANE.

Specification of Letters Patent.

Application filed February 28 1911. Serial No. 611,472.

Patented Feb. 6, 1912.

To all' whom it may concern Be it known that we, FRANK CARPEN- TER and FLOYD S. CARPENTER, citizens of the yond a certain angle.

fault we have provided a plane which 1s v United States, residing at Louisville, Kentucky, have invented a certain new and useful Aeroplane, of which the following is a specification.

Our invention relates to a aeroplane;

For 'a complete flying machine any structure embodying our invention also includes novel form of the necessary lifting and lateral deflecting.

device and propelling mechanism and such parts are shown diagrammatically in combination with planes.

The invention consists in anovel arrangement and shape of the planes proper.

Broadly considered the invention consists in the provision of a compound plane having two downwardly presented dihedral angles, these angles being selected withina certain range to cause the apparatus to perform in the desired manner under the influence of windage and gravity as will be explained.

One of the chief faults of aeroplanes atthe present time is the lack of suflicient stability especially in cross currents and inability or insuflicient ability toright themselves or even to berighted by any effort of the driver when they have been tilted be- To overcome this self righting under all anticipated condi-. tions and which moreover tends continually under all conditions of lateral windage to maintain itself in proper equilibrium.

The word plane'when used without limitation herein is intended to designate the compound plane surface as a whole.

In plan the shape of the plane may vary greatly but in a preferred form which is chosen for exemplifica-tion the plan form of the plane is triangular with the apex forward. In this form of plane the component surfaces also naturally take the form of tri angles with their bases to the rear. The individual members composing the planes may be identified-conveniently as surfaces.

The structure chosen'as an exemplification of the invention will now be described and in connection with "this description the. broader characteristics of the invention and its characteristics and advantages will be further pointed out so far as is necessary.

Figure 1 is a plan view. Fig. 2 is a side elevation. Fig. 3iis a rear elevation. Fig. 4

is a development (flattened-out plan) of the plane.

tials of the invention' being stripped away; the apex or how of the plane being slightly tipped down so that all the surfaces may be observed. Fig. 6 is a diagrammatic rear elevation of the plane tin horizontal position for the explanation of windage effects. Fig. 7 is a view for similar purposes of the plane tilted considerably, and Fig. 8- is a similar .view (if the plane tilted at right angles to thehorizontal for explanation particularly of the effect of air pressure and gravity in righting the plane.

The aeroplane as a whole as .shown in Fig. 5 consists of four subordinate planes or surfaces A, B, C, D. Central surfacesA and B in this exemplifying form form a di hedral angle of approximately 90 upwardly convex and the outer surfaces C and D join the inner surfaces A and B to form downwardly convex dihedral angles of approximately 105. shown terminate horizontally flush with the dihedral intersection of the middle surfaces.

Either of these dihedral angles may be varied to a certain extent.

As shown in Fig. 1 the plane as a whole has the plan form of an isosceles triangle, but the plan shape of the main plane can be considerably varied and it might evenbe made rectangularly. The planes are held in correct relative position and shape by a "inner surfaces. The frame thus formed may be suitably braced. in an approved manner to provide the necessary strength and stiffness to provide for the sup- Fig. 5 is a rear perspective of the plane alone, all appurtenances or non-essen- The .outer edges. 6, cl

. frame consisting of rods R running along y port of fpass en ers and motive power etc. At the orwar end is secured a frame F carr ing suitable horizontal rudders H and vertical rudders V and these are to'be provided with suitable controlling means. The frame also carries the propeller P. Below the planeis suitably suspended a suitable chassis M carrying the operators seat S,

"motor E, etc.

It remains to describe the performance -of a plane constructed as above described and this explanation will be made in con.-

-nection with our theory of the manner in which the desired action is produced. Any misapprehension on our part as to the exact way in which windage and gravity act upon the apparatus is of no consequence since the invention concerns itself with the structure and the structure a'ccomplishes the result hereafter explained.

without res ect to the precise manner in which the e ect is brought about.

Suppose that the plane is moving forward horizontally, that is away from the eye as shown in Fig. 6 or Fig. 5, assuming that the eye is slightly below the horizontal level of fllght and that the air is stationary. The correct position of the ailerons or horizontal rudders and vertical rudders is to be assumed in all cases and will not be described. Under the conditions named the weight of the machine is supfported by air pressure on the under sides 0 all four surfaces A, B, C and D. Surfaces C and D bear somewhat more pressure than the inner surfaces on account of their larger ,pro-

' jected area but the inner surfaces may have pression of air at the same time on lane B because said plane is presentedto e wind current at a .more abru t angle than plane (3.. If theapparatus as been tilted so far as shown' in Fig. 7 air pressure will also act slightly on plane D. The greater effective force of air against planes B and D will swing the apparatus back toward horizontal posltion.

In addition the force of gravity tending'to -make the" machine descend and always therefore tending to create. an upward pressure against the planes in the direction of arrows 1 assists'in righting the machine since this vertical force acts now more u on plane D than upon plane A,'since v ane D is substantially horizontal and P plane A is considerably inclined. The ef conditions above assumed.

feet of gravity can always be utilized by the operator at all reasonable tilts of the plane by permitting the machine to descend more or less, thus increasing the effect of the vertical pressure.

From the foregoing it will be readily understood that tilting is minimized because the identical wind pressure which tends to cause a tilt immedlately becomes effective to restore the machine to horizontal position. Thus a very steady flight may be made under all except the most abnormal conditions. As an extreme example it should be assumed however that the lane is placed in the position shown in Fig. 8, that is at right angles to the roperhorizontal'position or half inverted. lqeglecting any possible side winds the machine in this position will tend to fall rapidly and the'upwardpressure thus exerted at first acts apprecia ly only upon surface D. But this immediatel swings the apparatus back toward the orizontal and the operator is enabled to resume control by means of the movable controlling device's. Ilt is of course desir'ableto place'the center of gravity of the apparatus somewhere below the dihedral angles of planes A and B, and the effect of this gravity center assists in the restoration of proper balance under all the Even if the machine is completely inverted there will be an unstable equilibrium due to the center of gravity then above the horizontal center of theplane and if the machineis at any considerable elevation at the time of inversion it will turn sufiicientl for the wind pressure to completely right 1t, in all probability before gravity brings it to the earth,

We have shown and described. onl one exemplifying form of the invention, ut it is to be understood that we contemplate many variations. 1

It should be understood that the different surfaces of the plane may be made more orjoined. to o'rm a dihedral angle of about 90 with their smallest plane angles coming together at the bow and side planes joining the central planes to form downwardly convex dihedral angles of about 105.

3. In an aeroplane, a supporting plane having the plan form of an isosceles triangle and composed of minor plane sections convex dihedral angle.

5. In an aeroplane, a supporting plane having the plan. form of an isosceles triangle and composed of minor plane sections 10ining to form two downwardly convex dihe-s dral angles of about 90 and an upwardly dihedral angle of about 105.

6. In an aero lane, a supporting plane having the plan orm of an isosceles triangle and composed of minor plane sections. joining to form two downwardly convex dihedral angles and an upwardly convex dihedralangle and a suitable frame to hold the planes in proper relation.

7. In, an aero lane, a supporting plane having the plan orm of an isosceles triangle and composed of minor plane sections joining to form two downwardly convex dihedral angles and an intermediate upwardly convex dihedral angleand a suitable frame to hold the planes in proper relation.

8. In an aeroplane, a supporting plane having the plan form of an isosceles triangle and composed of minor plane sections joining to form two downwardly convex dihedral angles of about 90 and an upwardly convex dihedral angle of about 105 and a suitable frame to hold the planes in proper relation.

9. In an aeroplane the combination of a supporting plane comprising a plurality of surfaces forming two downwardly convex dihedral angles of approximately 105 and an upwardly convex dihedral angle of approximately 90", framing horizontal and vertical deflectors and propelling mechanism substantially as described.

FRANK COSBY CARPENTER. FLOYD SMITH CARPENTER.

Witnesses: JOHN J. BARRET,

J. RUssELL BARRET.

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