US1117556A - Aeroplane. - Google Patents

Description

M. A. DENINE.

AEROPLANE.

APPLIUATlON FILED FEBJ, 1914.

1 1 1 7,556. Patented Nov. 17, 1914.

2 SHEETS-SHEET 1.

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M. A. DENINE.

AEROPLANE.

APPLICATION FILED 1"1;1s.7,w14v

Patented Nov. 17, 1914.

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MARTIN AIDAN DENIITE, F SFOKANE.WASHINGTON, ASSIGNOR OI ONIE'FO'URTH TO ALBERT L. FIL'ILLER, OI" SPOKANE, WI SHHJ'GTON.

AEROPLANE.

Application filed February 7, 1914,

1 b all whom it may onnczmi Be it known that I, MARTIN A. 'Dnnmn. a citizcn oi. the United States, residing at hpolcanc, in thc county of fvpolcanc and State of Nashington, have inrcntcd certain now and useful Improvements in Aeroplancs: and l do llcrcby dcclarc tho following to be a full, clear, and exact description oi the invention, such as will enable others skilled in the art to which it appcrtains to malcc and use the same, reference being bad to the accompanying drawings. and to the lcttcrs and figures of rclcrcncc marked thcreon, which form a part of this spccilication.

This invention relates toncw and useful il'nprovcmcnts in acroplai'ics. the object in view hcing to proridc a dcrico which will be inherently balanced both forward. aft. and laterally, the inrli'ntion con'toniplating aircralts either of tho nlonoplano or biplane type, and comprises various details of corn struction and combinations and arrangcments of parts which will be hcrcina'ftcr fully dcscribcd, shown in the accompanying? drawings and then specifically defined in be appended claims.

My invention is illustrated in tho accompanying; drawings in which Figure 1 is a top plan ricw of an ucroplane made in accordancc with my invention. Fig, 2 is an cnlarn'cd dctail view of thc'nndcr surface of our of the wings. oi" the aeroplane. Fig. 3 an and virw of one of the winks, and l ig's. 4. Ti and l) arc views tnkon on lines 4, 5 and 3 ol l ig'. 2.

Reference now bring, had to the details of the drawings by letter, A. dcsinnatcs tho body'of tho acroplanc which is made prnl' (Y'EiblfV ol' the shape illustrated with bluntly tapering forward end where tho propclh-IM (l mountcd upon a shaft C adaptcd to bo driven by suitablo motor power. The opposite, more acutely rapt-ring rcar and is provided with a, latoral starring rudder N and tho horizontally (lisposcd tail piece 0 having control flaps l), l) which arc adapted to be connected. by tho cmitrolling wires D which extend to av location :ulhiccnt to tho opcratorojf the craft.

B, B (llQS'lfXI'HLlK! Wings. .euiital'ily braced and reinforced by moans of the wires lVwhich arc fastened to tho ribs of thc wings and also to said body portion 01": the craft. laid Wings to:nrinato in flexible tips or ail rons Specification of Letters Patent.

" Faces cant back toward the atcntod Nov. 17, 1 914. Scria1Nui817297.

E adapted to ho connected by wires E to a warping lcrcr upon the body portion of tho apparatus and adapted to be controlled hv hand, allowing]: the tips each to warp in onc dircction. 'lhcsc tips are placed at a nonlil'ting angle. or at a negative angle of from 1 to 3. Said wings are made profcrably ol' the particular shape and curvature shown in order that the surfaces may have the greatest amount of lateral. and fore and aft stability with a minimum amount of drift and loss of lift.

Upon retorcnoc to Fig. 1 of the drawings,

it will be notcd that the wings from theirpoint of conncctimi to the body portion at l are d sposcd at an 'lnclinatimi thorcto; be- !ng slightly canted forward to the point G for substantially 1/3 the spread of the wings from the body, the cunt forward being anywhere from (1 inches to 2 feet according to the spread of the wings. In the apparatus illustratcil. tho cant forward is suliistantially 1 foot and from the points G to H the main surfaces cant backward toward the tail, the cunt backward being from 9 inches to 3 feet according to the spread of the Wings, in thc prcsont craft the cant being substantially 1 foot, 6 inches. From the point H to the cxtrcmo tip of the wing the main surail and the tapering cdgc is preferably round off, making that part of thc wjng cantbacl: at a greater angle than the surface from G to H.

In tho main surfaces or wings the camber or curve of tlic ribs is incrcascd from the point G to the body and decreased from tho point G to tho tips of the Wings. In tho machine ill uatratcd tho incroasc of curraturn is .5 inchcs per foot and the dccreaac is .35 inches par "Foot.

In an aeroplane, tho i min surfaces or wings of which cxtrnd on a straight lino from body to tip or from tip to tip of wing, the ccnter of pressure advanccs toward tlufront or entering edge of tho Wing as tinangle of the wing is increased during flight and tho ccntcr of pressure recedes as that angle of the wing: is decreased during flight In both instances the stability of the acro plane torn and aft is destroyed for the acropiano bring balanced over the center of pressure has a. tcmlcncy to further incrcaw it. angle of flight as the center of pressuro moves forward, and the acroplunc stalls. dc creases speed and Either slides backward on Hill the center of wei the breeze.

its tail or makes a sudden dire forward, for on losing speed the lift reduced and the aeri' planix drops toward the earth. In flight the am'oplane b ing; balanced over the center of pre-sure. as the angle of pr ure advances and the center of weight l'QITlfilllS constant, the forward advance of the center of pros are pushes up on that part f the wing, and {fill then being back of the center of pressure pulls o\\'n tl:at part of the wing and the angle ii. the wing being then above normal (he machin lo. speed and lift and drops. On a d4 of the angle or" the wing du; ins: flight the opposite eli'ect is the result and the machine di\ In the h iqn oi? win; oi my aeroplane. as" the angle ol the wing is increased during flight, the center of pressure retreats and the center of weight then being forward of the center of pres ure the aeroplane returns to its normal angle of (light. the angle of the wing; is (le -reused in flight. the center oi pressure adrai'ices and the center of weight then being back of the center of pressure the aeroplane returns to its normal angle of flight.

It the aeroplane for any reason increases its angle of incidence during flight, the surface from G to l is presented at a higher angle to the air entering that surface. The pressure near the body is increased on account of the ,deep camber there being presented at a higher angle than during normirl flight, and a deep camber lifts more at a high angle of incidence than at a low angle if the same speed be maintained. At the same time the air enteri at the point G sliding toward the point i and COIIIPIO. 111g the air into the deep camber at F, thereby making high pre are point at-F and that ,high pressure point being bar. he center of weight (near the point X or the line over which the aeroplane is balanced fore and aft makes the aeroplane return to its normal angle of flight. At the same time the surface from G to the tipoi? the Wing is presented ata higher angle of incidence to The pa '1 of the wing near the tiplias a very low camber. and a low or negative angle of incidence. and in normal flight is lifting very little weight. hen an increase of air lo occurs the ti of the win; T J

is presented at a lifting angle to the breeze and that part of the. wing being back of the point i; and receiving a lining pressure where there little or none before, pushes up on that part of the wing. and returns the surface to its original position or normal angle of flight. Now I claim that the worlo ing of these two parts of the Wing in c0njunction with each other is an improvement over'either a wing extending on a straight line from body to tip or being only canted bacl: toward the tail from the body to the tip, for in an aeroplane Whose Wings are on is presented to the breeze and advances slowly as a lower angle is presented to the breeze during flight and consequently the righting effect is slow, but not only that a very large degree of head re istance is set up on account of the air passing along the wing from the l)()( y backward and to the tip, and on account. of it having to pass oven so large an amountof surface a large amount of drag is created and an expressive higbyas power plant has to be installed tov get up enough speed to stay in the an. On my in- Yenlion the air lea the wing on a more direct line toward the rear edge and consequently does not set up such a large amount oi? drag, and on account of the air reacting separately on lwo parts of the wing instead oi only one a quicker return to the normal angle of flight is assured and consequently less drag is created.

'lhe camber of the wing is increased from the point (i to the point F at the body.-

'llie wing is attached to the body so that the highest part of the camber ison a linewith thewidest part of the streamline body where it begins to taper toward the tail K. The air entering the wing between the points from G to F flows toward the rear edge or" the wing and toward the body. The part of the wing at the body is attached to the body so that there can be no escape of air between the wing and the bod". Now then the. air flowing rearward and toward the body compresses the air enterin; nearer the point F into the highest art of the camber near the body. The air on entering the wing between the points G to F seeks its easiest way of escape 'l lUiil'tllQ wing and that way is toward the highest camber of the wing at K. The air entering between the points G and F and compressing itself into the highest part 0? the camber at the bodv creates a high pressure po nt there and the maximum amount of lift per square foot of surface.

So far the surtaee between G and F has only created a large amount of lift per square foot or surface. Now then, the air at high compression seeks its easiest mode,

of exit from the wing, and that place of' exit is rearward and against. the part of the body where it tapers toward the rearr and. in taking; that mode of exit it presses against the tapering part of the body and on account of that pressure reacting against the body pushes it forwardiin the same manner is an apple seed with its tapering end toward the palm of the hand, when pressed betwcen'the fingers, suddenly flies forward. Therefore, I claim. that an increase of camber from the point (l to F helps the forward propulsion and increases the lift on that part of the wing and that less power is needed than on an aeroplane whose wings are on a straight line from the body to the tip or only cant backward from the body to the tip, although either one may have an increase of camber toward the body. In an aeroplane, the yvings of which are on a straight line from body to tip and which has an, increase of camber toward the body, the only result obtained is a slight increase of speed on account of less head resistance, and a reduction of breaking stresses of the wing on account of there being lift on the wing as the tip of wing is approached, than there is near the body. The air flows rearward and toward the tip of the wing and not rearward and toward the body, therefore getting no compression and consequently less lift for the amount of surface used. In an aeroplane, the wings of which cant baclmard from the body to the tip, the slipping of the air from the body to the tip is greater and consequently less lift is obtained for a given amount of surface and the only result obtained is a greater amount of inherent stability both fore and aft and lateral.

An aeroplane having wings extending on a straight line laterally from the body to the tip has very little or no inherent lateral stability but an aeroplane, the wings of which cant backward toward the tail, has a small or large amount of inherent stability accoriiling to the degree of cant given them up to a certain degree when they become practically useless as lifting members. The farther the wing is canted back toward the tail the higher is its amount of inherent stability, but the farther they are canted back the less lift they have and a higher degree ot'drag is created, making an installation of higher power necessary and, on account oi the extra weight added, is a detriment to the machine. In an aeroplane, the wings of which slant back toward the tail. inhcr irnt stability is obtained in the Following way -The air cnte'rii'lg the wing changes its direction from a direct line toward the rear to a line toward the rear edge of the tip. The air following the air which has alr ly entered the wine? changes its direction b re ent ring the wing and the consequent riirectii'm is toward the tip of the Therefore, a. stream of air is flowing from a point near the body to the tip A sudden gust of air approaching the wing has to break down this stream of air before it can strike the wing, and in doing so loses part of its force and also its direction and is turned toward the tip of the wing. \Vhen it does strike the wing, its direction is toward the tip and it spreads itself from the point at which it strikes toward the tip.

The gust of air has lost a part of its force in breaking down the stream of air flowing toward the tip and through changing its direction and the effect on that wing is partially lost. N ow there is another action on the wing besides the one just mentioned. This sudden gust or air on striking the wing sets up a higher amount of resistance on that wing and the wing is drifted slightly haclnvard, thereby ranting the wing back so that the entering edge is presented at a larger degree of slant to the air than it was originally, and the result is loss of lift and a restoring of the aeroplane to its original position laterally, for an aeroplane surface lifts the most when its entering edge is square to the breeze (according to past experiments). The action of the above men tioned' aeroplane is slow and its speed is low on account of the drag of such a shaped wing, and an extra heavy gust of wind is liable to destroy its balance and the machine would be destroyed if some method of hand balancing was not employed. In my invention, I claim to have obtained a higher degree of inherent lateral balance by the following method: .lho wing is canted forward from F to G and then backward from G to the tip of the wing. The air entering the wing flows in two directions, from F to G toward the rear and toward the body and from G to the tip of the wing toward the rear and toward the tip. A stream of air is created near the front edge which flows from G toward the body and from G toward the tip in just the same manner as in the aeroplane whose wings only cant back from the body to the tip, but the difference is that the air is flowing toward the body at one part of the wing and toward the tip on the other part of the wing instead of only toward the tip as in the machine whose wings only cant back from the body to the tip. The front edge of each wing forms an open A with the opening toward the rear on each side of the body and on account of the resistance they offer to the air entering them, act as two very narrow \!'shaped rudders with their points toward the breeze. An excess of pressure and consequent resistance on either wing will have a tendency to cause a retreat of the wing receiving that pressure and. an advance of the Wing on the opposite side.

A, sudden gust of air appri'laching the wing on either side of the body partially changes its direction before striking the wing. because said gust of air is effected by the htl'tilllls' of air already banked up in front of the wine". in striking; the flow of air near the wing and changing its direction the gust of air loses part of its force, but at the same time slightly increases the speed of the air nearer the wing. This increase of speed effects the aeroplane wing and on account of its increased resistance drifts said Wing backward slightly so that by the time the gust of air hits the Wing, the wing has already begun to drift backward and it again loses part of its force. The gust of air-then on striking the wing increases its lift and increases the speed of t e wing to" ward the rear. The result is that part of the Wing froni G to the tip is presented at a greater'degree of-slant to the breeze, as per dotted line and the resultant lift is less than at its normal angle. During the above operation, that part of the wing from F to preseion of air on that pert of the wing is lessened and loss of lift is the result for. the Wing froini to jr 'lifts the most when it is presented at a slant forward for it then compresses the air ente 'ing thereon. Art the same time the Wing on the opposite side is advanced and on account of a slightncrease of speed gains a small amount of lift, at the same time it presents its entering edge from. G to the tip-ofthe wing at a straighter line to the breeze and from i to G 2a. er cant forward. The pressure on the wing fr J. G to the tip is increased on account of it being presented at a better lifting angle and the compression is also increased from F to for the air entering near Gr flows on a mor direct line from G to F into the high camber and againsl the streamline body. this operation the aeroplane does not change its course of flight forward to any appreciable extentfor the resultant pressures on each wing are nearly equal and the change from a high pressure on one wing to an equal pressure on the opposite wing is so rapidthat the aeroplane cannot change its course over a few degrees. Whatever change of course does occur can be im-- mediately rectified by a warping of the flexible tips E which, being placed soifar back of the center of the weight and pres sure of the whole Wing, act merely as rudders to change the course of the machine.

By the provision of the flexible tips,'when it is-desi red to turn the craft to the left, the warping wheel or lever may be turned to the left and which operation will cause the tip on the left side to raise and receive a. pressure on top which passes downward and backward. 'That side is immediately lowered and is drawn backward and the wings, thence canted backward the balance.

of the length of the spread of the wings, the camber increasing from the apex or fomvard portion of the Wing toward the body at a greater degree per foot than the camber is decreased per foot from said apex to the tip, as set forth.

In testimony whereof I hereunto affix my signature in presence of two witnesses.

MARTIN AIDAN DENINE.

l Vii-nesses: M

' FRANK HOWARD,

G. N. DENHAIYI.

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