US1279127A - Airplane. - Google Patents

Description

C. J. LAKE.

AIRPLANE.

APPLICATION F1151) 1AN.16.1918.

1,279,127. Patentedsept-1z1918,

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CHRISTOPHER J'. LAKE, OF BRIDGEPORT, CNNECTICUT.

AIRPLANE.

Specification of Letters Patent. Patented Sept. 17, 1918.

Application filed January 16, 1918. Serial No. 212,019.

. To all whom t may concern:

Be it known `that I, CHRISTOPHR J. LAKE, a citizen of the United States, and resldent lof Bridgeport, in the county of Fairfield vcend or descend while maintaining a fairly constant flying angle. Further my invention is directed to the provision of a low center of gravity, as a factor of stability in an airplane having control means whereby vertical movement is accomplishedwithout appreciable variation in the flying angle.

In other words, my purpose is to so coordinate the factors of control for vertical movement and for longitudinal stability that the airplane may maintain approximately the same attitude, when either ascending or descending, as when in horizontal flight.

Other features and advantages of my said invention will hereinafter appear.

In the drawing Figure 1 is'a side elevation of an airplane embodying my improvements.

Fig. 2 is a plan view thereof, the main supporting unit being partly broken-away.

Fig. 3 is a side Vviewwit the auxiliary aerofoils adjusted for ascent. Fi 4 is a similar view .with the auxiliary aero oils adjusted 'for'descent Fig. 5 is ai correspondlng view showing the auxiliary aerofoils as variably adjustedl for ascent, and

Fig. 6 yis a detail of a form of control mechanism forthe auxiliary aerofoils.

In the example of my invention illustratedin this application, I have shown it, for the-,sake of simplicity, as employed with a single main supporting unit, which is here represented as a monoplane, whereas I do not intend to limit myself either to the number or character o f main supporting units.

Thus, in the figures let 1 indicate the body portion or frame of the airplane, and 2-the main supporting unit, which is connected to the body portion as by struts 3. Auxiliary supporting aerofoils 4 and 5 are mounted upon the body portion, respectively fore and aft thereof, being pivoted in bearings 6 and 7 respectively, as by the transverse pivots 8.

It should 'be particularly noted that the main supporting unit 2 is disposed above the center of gravity, this arrangement predicating the condition that the main supporting aerofoil is in fixed relation to the body portion with a predetermined set angle of incidence.

The aerofoils 4 and 5 mayhave cables 9,

9a and 10, 10a respectively, which are shown as engaging, respectively, with control levers 11, 12, which are here shown as pivoted, respectively at 13 and 14, to a common, fixed support 15, to each swing longitudinally, and are engaged with each other, as by a connector 16, whereby the movement of said levers 11,12 may be concurrent.

It will be noted that the cable 9 extendsl from a spur 9b projecting from the upper surface of aerofoil 4, to a point of engagement with the lever 11 above its fulcrum; the cable 9a extending from a spur 9c that projects from the under surface of'said aerofoil to a .point of engagement with said lever below its fulcrum. Similarly, cables 10 and 10a connect the Aaerofoil 5 with lever 12 through the respective agencies of spurs 10b and 10?. Thus, to incline both aerofoils 4 and 5- upwardly, the levers are swung in manner to draw cable 9 rearwardly and cable 10a forwardly; while,to incline-said aerofoils downwardly, the levers are swung oppositely, to therebydraw cable 9a rearwardly and cable 10 forwardly.

The connector, as 16, may be of a charac-- ter t0 permit the levers 11, 12 to assume varyingdegrees of angularity relatively to each other, to thus affect the relation between the angles of the fore and aft aerofoil? when it is desirable to vary .those angles. Thus, considering any condition such as a shift in weight thatA changesl the center of gravity in the machine, affecting its longitudinal equilibrium, thisfmay be easily compensated for by: increasing the attacking angle ofthe aerofoil at that end of the airplane toward which there is an accession of weight, whereby the trim of the airplane enables it to maintain approximately its normal horizontal flying attitude.

In Fig. 5 I have shown an airplane'wherein a forward 'shift of weight may be considered to have occurred, in which instance the fore'aerofoil 4 has been given a greater angle of attack, for increased support, and

the aft aerofoil has been given a relatively smaller angle of incidence, afording less support, to thus equilibrize the machine.

As here shown, the connector 16 comprises" a screw having right and left threads which, respectively, work in threaded bearings therefor in the levers 11, 12.

In the operation of the controls, the pilot moves thel connected levers forwardly orbackwardly, for which purpose,v he may grasp the wheel 17; whereby, when it is necessary to vary the relative angles of aerofoils 4 and 5, they pilot may give the necessary turn to said wheel to actuatethe screw connector 16.

Obviously, the combined motions of the screw and levers will produce variable relative movements of the aerofoils, embracing a wide range of difference in angularity between said aerofoils. y

In an airplane having controls of the character set forth, whereby the airplane may be vcaused to ascend and descend, as it were on an even keel, it is particularly desirable to .provide a low center of gravity, which preferably should. be in the vertical line of the center of pressure for the main supporting unit, a's at 18. By this means the factors of control and weight cordinate with the supporting pressure to balance the airplane in a normally horizontal attitude, in normal forward flight, as -well asin vertical variations thereof.

' of incidence,"of auxiliary fore and aftaero- Y Iplanelto maintain an approxlniately hori zontal 'attitudeiin ascent andv descent.

2. The combination in an airplane having a main 'supporting unit with a ixed angle foils equal spaces from, and in a horizontal plane passing substantially through, the center of gravity of said airplane, and means .for simultaneously varying the angles of said aerofoils in the same direction vto thereby enable the airplane to maintain Lavare? an approximately horizontal attitude in ascent and descent.

3. Thev combination in an airplane having a main supporting unit with a fixed angle of incidence, of auxiliary fore and aft aerofoils equal spaces from, and in a horizontal plane passing substantially through, the center of gravity of said airplane, and means for differentially varying the angles of -said aerofoils in the same direction to thereby enable the airplane to maintain an approximately horizontal attitude in ascent and descent.

4:. The combination, in an airplane, having a main supporting unit, with a fixed angle of incidence, disposed above the center of gravity of said airplane, of lauxiliary aerofoils mounted respectively equal spaces fore and aft of, and in a horizontal plane passing substantially through, the center of gravity of said airplane, and means for varying the angles of saidV aerofoils in the same direction to thereby enable the airplane to. maintain anapproximately horizontal attitude in ascent and descent.

5. The combination, inian airplane, having a main supportingv unit, with a fixed angle ofincidence, disposed above the center of gravity of said airplane, of auxiliary aerofoils mounted respectively equal spaces fore and aft of, anda in a horizontal plane passing substantially through, the center of gravity of -said airplane, and means for simultaneously varyingk the angles of said aerofoils in the same direction to thereby enable the airplane to maintain an approximately horizontal attitude in y,ascent anddescent. v

6. The combination, in an airplane, hav,- ing a main supporting unit, with a fixed angle of incidence, disposed above the center of gravity of said airplane, of auxiliary aerofoils mounted respectively equal spaces fore and aft of, and in a horizontal plane passing substantially through, the center of 'gravity of said airplane, and means for differentially varying the. angles of said areofoils in the same ',dlirectlon to thereby enable the airplane to maintain an approximately horizontal attitude in ascent and descent.

Signed at the borough of Manhattan in the city, county and State of New York this 10th. day of January A. D. 1918.

CHRISTOPHER J. LAKE. Witnesses:

F. W. BARKER, MoNTAGUn PALMER.

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