US1387899A - Aeroplane - Google Patents

Description

W. F. OSBORNE.

AEROPLANE.

APPLICATION FILED NOV. 26. 1919.

4 SHEETS-SHEET l- VII/II,

WITNESSES C 3 INVE/VTUR W I? Os oRNE,

ATTORNEYS W. F. OSBORNE.

AEROPLA NE. APPLICATlON FILED NOV. 26, 1919.

Patented Aug. 16, 1921.

w/ Kw W A TTOR/VE Y8 WITNESSES W. F. OSBORNE.

AEROPLANE.

APPLICATION FILED NOV. 26. 1919.

Patented'Aug. 16, 1921.

4 SHEETS-SHEET 3.

- INVENTOR W I. OSBORNE;

A TTORNEYS W. F. OSBORNE.

AEROPLANE. APPLICATION FILED NOV. 26. 1919.

1,3 87,899; Patented Aug. '16, 1921-.

4 SHEETS-SHEET 4.

Urea/vars UNITED STATES PATENT OFFHC WALTER FREMONT OSBORNE, or WAGON MOUND, NEW MEXICO. l

AnRorLANE.

Specificationof Letters Patent. Y Patented A 16. 1921 Application filed November 26, 1919. Serial No. 340,743.

To all whom it may concern:

Be it known that I, WALTER FREMONT 'OsBoRNn, a citizen'of the United States, and

j in landing to prevent disastrously a resident of Wagon Mound, in the county of Moraand State of New Mexico, have invented certain new and useful Improvements in Aeroplanes, of which the following is a specification. Y

-My present invention relates generally to aeroplanes and more particularly to an aerog plane embodying means by which to counteract crossing or counter'air currents, as

- well as to neutralize to a considerable extent" contact upon alighting.

With these general objects in mind, and also further objects which relate for the most part to the details of construction and arrangement whereby the invention may be attached to aeroplanes now in use, my improvements will be better understood from the following description of its details, reference being made to the accompanying drawings which form apart of this specification, and in which,

Figure 1 is'a side view and in section, 7

Fig. 2 is a top plan view with the upper partly broken away wing broken away and certain of the parts of my section, V V

Fig. 3 is a front elevation,

Fig. 4 is a sectional view through one of the gear cases taken substantially on line H of Fig. 2,

Fig. 5 is a transverse invention also broken away and in 7 online 5-5 of Fig. 1,

Fig. 6 is an enlarged detail plan of certain of the connections,

Fig. section through certain other connections, 7

Fig. 8' is 'a detail vertical section through certain 'of the connectionstaken substantially on line 88 of Fig. 1,

Fig. 9 is a detail vertical section taken ad jacent to one of the suplemental propeller shaft adjusting cranks, and

shown in heavy vertical section taken 7 is an enlarged detail' horizontal Flg. 10 is a transverse vertical section takenthrough certain of the driving connections substantially on line 10-10 "of F1g. 2. 3'

Referring now to these figures, I have Figs. 1 to 3 inclusive an aeroplane of wh ch the fuselage appears atl5, the'upper and lower wings at 16' and 17 respectively, the landing skid at 18 and the'main propeller at 19 mounted as usualupon the forwardly extending end of the motor crank shaft 20.

In accordance with my improvements, the

motor crank shaft is extended rearwardly as seen at 21 in Fig. 2 and has certain geared connections as driving of the inner or rear sections 22' of a pair of supplemental propeller shafts, the

outer or forward sections 23 of which support forward supplemental propellers 24,

presently described for the the latter of similar size to one another and disposed upon relatively opposite sides of, and at equ1-d1stant points from, the main propeller 19.

From Figs. 1 and 2, it will be noted that these supplemental propellers 24 are dis-I posed somewhat to the peller 19, although extending forwardly of the wings 16 and 17 at opposite sides of the fuselage and by reference to Fig. 3 it will be noted that the axes of the two supple rear of the main pro mental propellers are normally disposed in the same horizontal plane with the axis of r the main "propeller.

The two sections 22 and 23 of each of the shafts supporting the supplemental pro peller 24, are connected to one another by universal joints 25 so that the forward sections 23 to which the supplemental pro! pellers aredirectly connected, can be shifted in various directions, upward and downward movement "to and below a horizontal posit1on belng partlcularly to be desired in order that the suplemental propellers may assist" in quick climbing and quick descent of'the machine, both under effective control and both attended .by the stabilizing effect the propellers will naturally have in viewof.

their location as described with respect-to the main propeller. It willmoreover be 'obfor which the sup-' served that in landing,

plemental propellersmay have in the first instance been turned downwardly, quick shifting of the supplemental propellers. to a, position above the horizontal will materially assistin proper alightingin order to avoid disastrously heavy contact with the ground.

For this purpose the connections in so far as the driving of the supplemental propellers is concerned may include the gear 26 secured upon the rearwardly extending end of the crank shaft 21 in engagement with gears-27 and 28 respectively mounted upon shafts 29 and 30, shaft --29 being directly geared by bevel gears 31, to a right angular shaft 32 which is in turn directly geared by bevel gears 33 to the inner or rear end of the inner rear section 22 of one of the supplemental propeller shafts.

The other shaft 30 is geared by gears 34 to v a shaft35 and the latter is geared by beveled gears 36 to a right angular shaft 37 in" turn directly geared by bevel gears 38 to the inner rear end of the inner rear section 22 of the other supplemental propeller shaft.

In this way, the power from the motor'is supplied to the supplemental propellers to drive the latter in the same direction as the main propeller 19. a

The gears 26, 27 and 28, gears 34 and also the bevel connecting gears 31, 33, 36 and 38 may be housed within gear casings through which the respective shafts have bearing, so that theagears may be runin oil .to avoid excessive wear ancll1eating,wvhich would,

otherwlse be brought about in view of the high speed of movement. a r The gear casing of the gears'26, 27 and 28 appears at 39, a gear casing 40 houses gears 31 and gear casings4l and 42 respectively house the bevcled'gears 33 and 38 while a single gear casing 43 willbe disposed to house the gears 34 and 36 connecting shafts 30, 35 and 37.

For the control of the supplemental propellers, a control shaft 44 is mounted a in bearings 45 to move lengthwise beneath the fuselage 15, from which connections may be had to the supplemental propeller shafts without interfering with the" other controls of the machine, these connections to include a pair of diverging rear ends of which rods are connected to the shaft 44 as at 47, and the forward ends of which are adjustably connected to the de-f pending aperturedarms of bell-crank-levers I 48, the upper'ends of the latter of which are secured to he, inner ends of controlling studs 49, through the outer endsof' which the inner portions of the outer sections 25 of the supplemental propeller shaftare journaled.

crum points of the bell-cranks 48'are sup-j ported. Thesebracketsextend from opposite' sides. of the fuselage 15 and the inner ends thereof are secured to this fuselage. j

forwardly extending. connecting rods 46, in jointed sections, the

The operator controls movement of the control shaft 44" through a connecting rod 51,.the lower rear end of which is pivotally connected to an upright lever 52, and the upper forward end of which, within the fuselage, is pivotally connected to the lower so that the propeller carrying sections of the supplemental propeller shafts "may thus be held in variousv positions of adjustment throughout the angular range of movement of the shafts.

It is thus obvious that my invention proposesan arrangement capable of ready manipulation in order to assist the aeroplane in elther climbing or descent, as well as an arrangement which in its IlOI'Il'lfllpOSltlOll will not only assist in the propulsion of the machlne but w ll have in its ordinary operation,

a stabilizingeffectwhich will avoid danger of side slipping through the air and will have a decided tendency. to permit of more ready effective action of the machine under the usual controls.

I claim 1. A pair of supplemental propellers for aeroplanes, shafts upon the forward ends of which said propellers are mounted, having flexible joints intermeclia te their, ends,-driving connections leading to the rear ends of the shafts, a pair of supporting brackets, bell cranks having pivots on the brackets substantially in line ,with'the said joints of the pi'opellershafts, studs outstanding from one end of the bell cranks and movably engaging andsupporting the'propeller shafts forwardly of their joints, and adjusting connections leading to the opposite ends of said bell cranks, as described.

'2. A pairofsupplemental propellers for aeroplanes, shafts'upon the forward ends of which said propellers are mounted, having flexible joints intermediate thcirends; driving connections leading to the rear ends of the shafts, a palr of supporting brackets,

bell cranks havmg pi-vots on the brackets substantially inline with. the said joints of the propeller shafts,1studs outstanding from one end of the bell cranks and 'movably engaging and supporting the propelle'rshafts forwardly of their joints, and adjusting connections leading to the oppositeends of said bell cranks, and including a lengthwise shiftable; shaft, arms pivoted atone end to said adjusting shaft and diverging therefrom to the other ends of said bell'cranks,. and normally locked 'means for manually shifting said adjusting shaft WALTER FREMONT OSBORNE.

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