US1394814A - Flying-machine - Google Patents

Description

n. A. ENGLER.

FLYING MACHINE.

APPLICATION FILED JUNE 29, 1917- 5 SHEETS-S11E51 I.

171 vent 0r.

Patented Oct. 25, 1921.

R. A. ENGLER.

FLHNG meme. I APPHCATWN HLED SUNE 29, NHL

Patente 5 SHEETS-SHEET 2.

R. A. ENGLER.

FLYING MACHINE.

APPL'ICATION FILED JUNE 29, 1917.

Patented 001;. 25, 1921.

5 SHEET$-SHEET 3- R. A. ENG LER.

FLYING MACHINE.

APPLICATION FILED'JUNE 29, 1917.

Patented Oct. 25, 1921.

5 SHEETS-SHEET 4.

R. A. ENGLER. FLYING MACHINE. APPLICATION mm) 111M229. 1911.

UNITED STATES P A EENT OFFICE.

RICHARD A. ENGLER, OF EVANSTON, ILLINOIS.

FLYIN G-MAGHIN E.

Application filed June 29,

To all whom it may concern.

Be it known that I, RICHARD A. ENGLER, a citizen of the United States, residing in Evanston, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Flying-Machines, of which the following is a specification.

My invention relates more particularly to improvements on the flying machine for which application was filed by me Sept. 27, 1920, renewal, Serial No. 413,249.

The objects of the improvements which this application shall cover are as follows To increase the length of wing movement without lengthening or enlarging the figure of 8 mechanism, whereby the up and down strokes are lengthened and made 'more effective.

To make the hesitating mechanism more efficient and practical.

To provide the hesitating mechanism with a locking device so that hesitation can take place on the rear or'on the forward end of the wing.

7 To make it possible for one body to accommodate various lengths and breadths of wings.

To make a neater, more compact and lighter design of construction overall.

To use the horizontal and vertical propellers not only to propel and stabilize, but also to use them as vertical and horizontal rudders and steering planes and thereby making it possible to use an auxiliary rudder or tail requiring only a horizontal plane to be used in ascending and descending and balancing.

To provide a spring which absorbs power on the up stroke and gives it back with suddenness on the down stroke, thereby increasing the effectiveness of the down stroke.

To provide a wing having a triangular form. To provide slots and guides in case the traveler breaks the wing carriage is held in place and operatively so. To provide Wings that oscillate on their rear ends.

In the figures, where like reference numbers indicate like parts throughout the figures Figure 1 represents a figure of 8 mechanism which is provided with means for carrying the wing a greater distance than the figure of 8 mechanism alone can do.

Figs 1 and 1 illustrate the slot or guide 1 shownin Fig 1.

Fig. 2 is a top view of Fig. 1 showing Specification of Tiettcrs Patent.

Patented Oct. 25, 1921.

1917. Serial No. 177,660.

part of the central body and the design of the wing arm on whch arm are mounted the wings, wing mechanisms, propellers and part of the propeller controlling mechamsms.

Fig. 2 shows how the wing may be oscillated on its rear end; and

Fig. 2 shows the wing as having a triangular form.

Figs. 3 and 4 show parts of the horizontal and vertical propeller controlling mechanisms. Figs. 5, 6, 7 show the hesitating mechan- 1SII1S for outer or posterior and inner or anterior end hesitation, Figs. 5 and 7 being modified forms of the hesitating mechanisms shown in Figs. 1, 2 and 6.

Figs. 8 and 9 show the vertical propeller controlling mechanism.

Fig. 10 represents part of the horizontal propeller controlling mechanism.

Fig. 11 represents the horizontal rudder or tail. By figure of 8 mechanism, anism which in itself takes figure of 8 besides causing a wing to describe fi ures of 8 in space. Further it is a mechanism which is a figure of 8 without the aid of the wing in different positions of its travel to give it a figure of 8 form. It is a figure of 8 in which the periphery of each half figure 8 incloses two separate centers and each center projecting a radius of different length and the radii of one half figure 8 rotating opposite to the radii of the other half.

In Fig. 1 the figure of 8 mechanism is made evident by the form the travelers 1 take in passing over their respective system of wheels 2, all being driven by wheel 3 and all supported by the wing arms 4. The drive wheel 3 causes motion to the half of the figure 8 mechanism to which it is coir nected and this half figure 8 mechanism being connected to the other half by a crossed drive belt or chain, causes motion of this half figure 8 mechanism. Each half of the figure 8 mechanism has its two wheels driven by the traveler passing over and around them. This figure of 8 mechanism supports the wing carrier structure 5, wing 6, wing support 7, horizontal propeller 8 and vertical propeller 9. A slot or guide 1 is shown adjacent or surrounding the traveler l, the purpose being to guide the wing carriage at the ends. Each set of I mean a mechthe form of a coupled wheels can be provided with such a slot or guide. \Vhile not absolutely necessary, this slot or guide may be useful in some cases, for instance, in case the traveler 1 breaks, the wing carriage is not dislodged. The pins 15 which attach the hesitating mechanisms to the travelers are also the pins which work in the slots or guides. Figs. 1 and 1 make this clear. Operated at the center by the wing carrier 5 and slidably supported on its lower end to the wing arm 4: and pivotally attached at its upper end to the wing support 7 is a slotted arm 10, which arm causes the propellers and wings to increase their forward motion to a greater distance than the figure of 3 mechanism alone allows of. Since bar 10 is held slidably and pivotally in one position byv projection 4 at one end while the other end is pivotally held by wing support 7, then it is easy to see that the motion of the wing carriage 5 caused by the figure of 8 mechanism will cause the center of the bar 10 to move to and fro with the figure of 8 mechanism and since the lower end of bar 10 is held in one position pivotally by projection 1, the upper end attached pivotally to wing support 7 must cause the wing support; and hence wing to slide to and fro on the wing carriage 5 since the bar 10 at its center engages with the wing carriage. Mounted on the wing 6 are supports 11 for the horizontal propellers and supports 12 for the vertical propellers. A guide 13 is provided in which the lever 10 operates and which'steadies the entire wing and its various attachments. A spring 141: attached to the wing arm f and wing carrier 5 can I be used for the same purpose as the'pectoral muscles of a bird; and by means of which the down stroke is made more sudden, the

spring giving back the energy absorbed'on' the up stroke. This spring is not absolutely necessary but is very useful in aiding the figure of 8 mechanism on the down stroke.

The hesitating device attached to the carrier 5- is shown at 15 and 15 and is an anterior end hesitator in this case. It must be understood that since the figure of 8 mechanism is composed of large and small wheels or their equivalent and that the travelers in this case remain of the same length and travel at the same speed and that the anterior end of the wing passes over a wheel of small diameter at the same time that the posterior endpasses over a wheel of large diameter, that some means must be provided to allow the anterior end to stop or hesitate a moment. In this case a slidable means is provided at both anterior and posterior ends so that when the posterior end is passing over and around the wheel of large diameter, the anterior end is merely sliding to and fro a distance approximately equal to the difference betweenthe radius of the large and small wheels. On the forward stroke, what wasthe anterior end on the return stroke, is now the posterior end and so alternately during operation of the wings. To hesitate at the posterior requires a special mechanism described in Fig. 7.' No special mechanism is required to cause anterior end hesitation because the air pressure under the posterior end forces the wing backward. 1 Fig. 2 is the. same as Fig. 1, only a difference in view. The wing support? is mounted so that it can he slid to and fro, on the carrier 5, by the arm lO. The'arm 10 in its to and fro motion. operates in the slots shown cut in it and in the guide 13.

lVhen the center of the wing hovers over the large wheel to the left, thelever 10, will be pointing in the opposite direction and will have carried the wing support/ioverso that thewing now will extend over the. car.- rier 5 an equal distance to the left as that now shown over the right. The broken line 16 passes through the center ofthe figure of 8 mechanism, across its width, andby means of which line I wish to show better the efiect of carrying the posterior end of the wing to or beyond this line at the'termination of each up stroke.

Suppose the wing is not carried over the line 16, then the up stroke willoppose the down stroke to an extent equalito the distanceits 'rear end has not passed'over' this line 16. If the rear end just goes to this line then the rear end acts as if pivoted there and it will not oppose the down stroke. 7

But when it is carried as far or farther from this line as shown, then the posterior end of the wing actually helps the down stroke, and thereby makes the whole wing surface effective on the down stroke and gives the up stroke animmediate hold on the air. Lines 17 and'18 help to make-this clear. Different combinations of levers can be used on the stroke lengthening mechanism, as well as levers of different length, allfor the purpose of getting as long a stroke as possible from a small figure of 8 movement.

Fig. 1 only adifierset of figure of 8 ing only asingle wing arm. 'Figs. 1 and 2 V are now provided with adouble set of wing arms and figure of 8 mechanisms'as shown particularly in Fig. 2. One design is as good as the other.

In Fig. 2, the wing 6' is shown broken into three sections because the full length could not be gotten into the space at hand. The right hand corner of the wing and horizontal propeller are also cut away for the same purpose, description of the opposite end making the entire structure clear. The width of the wing need not be great because whether in vertical or horizontal flight the air strikes the wing squarely or resultantly on the long or lifting edge. The edge 19, across the width of the wing, the same being the forward or front edge when the machine is advancing horizontally, can have a rounded nose to better meet the air.

Part of the central body structure is shown at and this part of the body supports the driving mechanism, the controlling levers for the propellers and rudder, there being five such levers, one for each of the four propellers and one for the tail or hori zontal rudder. Fig. 2 also shows vertical propellers on the wings in front and rear of the machine. The horizontal propellers may likewise be in front as well as rear. The pair of vertical and the pair of horizontal propellers may be coupled together and manipulated without increase of controlling levers and wires. This body also provides room for an operator and passengers.

An arm 21, pivotally attached to the body 20 at one end and on the wing 6 at the other end has an elbow joint 22 in the center. Along this elbow jointed arm are carried the wires leading from the controlling levers on the body 20 to the four propellers supported on the wings. I show, for example, one such wire 23 by means of which horizontal propeller 8 is controlled. By this means the propeller can be held down when itis required to be used in steering and may be made to give any length of down stroke and consequently any degree of propelling power. Since the wing, by its mechanism, travels to and fro, as indicated by the long double headed horizontal arrow, some means must be adopted to keep the controlling wires at the same length and taut during all parts of the up and down strokes. The elbow arm does this. The wires are led through eyelets or over small pulleys from the body to the propellers. One elbow arm carries all the wires, which is two or three when an auxiliary lever is used on the hori zontal propeller controlling lever) for each half of the machine. The dotted line 21 in Fig. 1 represents this elbow arm.

Fig. 3 illustrates a side view of the elbow arm 21 and the short double headed vertical arrow indicates the direction of its motions.

Fig. 4 is a side view of the horizontal pr0+ peller controlling mechanism. The wire 23 is attached at the center of a lever 24, which lever is pivoted on one end on the support 11. lVhen the wire is pulled by its particular controlling lever, the lever 24 is drawn down as shown and thus holds the propeller plane down on the support 11. A spring 25 attached to the wing ribs, lifts the lever 24, when it is not in use to a position indicated by line 26. The dotted line 27 indicates how the propeller bends under the strain of the down stroke of the wing and when so bent propels the machine forward. The amount of bending is controlled by levers 24 and consequently the propelling power is thereby regulated.

Fig. 5 shows a figure of 8 mechanism carrying a wing support 28 in which the hesitating is done on the anterior end, the dotted lines representing the wing 6 and carrier 28 in two different positions and making clear the operation of this mechanism. Since the air strikes the wing on the posterior end it will tend to push the wing backward, therefore hesitating will take place on the anterior end without any auxiliary mechanism. Bear and forward ends are terms equivalent to inner 0r anterior and outer or posterior ends respectively.

Fig. 6 shows the type of hesitating mechanism illustrated in Figs. 1 and 2. In Fig. 5 the travelers 1 carry rods or pins which Work in slots cut in the wing carrier 28, while in Fig. 6 the travelers 1 carry slots in which work rods or pins held on the wing carrier 5. The ends of the wing car rier 5 and 28 may be provided with springs or other forms of shock absorbers, so that the operation of the hesitating mechanism produces no mechanical jar. One is as good as the other and either may be employed in Figs. 1 and 2. The pin which connects the traveler with the hesitating mechanism is indicated by 15.

Fig. 7 illustrates how the wing can be made to hesitate on its forward end. I wish to have it understood here that the hesitating devices shown in Figs. 1 and 2 are to represent any of the hesitating devices I show and describe in this specification. The advantage of forward hesitation is, that it helps carry the wing beyond the line 16, thereby adding to the effects of the up and down strokes.

The wing carrier 28 is provided with a link motion composed of a short lever 29, pivoted at the center 30 of the carrier 28, and operates from its center 31, a long lever 32, which long lever actuates at each of its ends through pivots 33, an angular shaped catch 34, said catch being supported pivotally on the ends of the carrier 28, as shown by 35. A lug 86, at the lower end of the short lever 29, engages with a spring 37, which spring can be fastened on the wing arm 4 along the line 16 by extending said wing arm at this point.

this specification.

When the wing is being carried to the right as illustrated, the lug 36 strikes the spring, which through the link motion causes the catches 34 to take the positions as shown, whereby the hesitating takes place on the forward end because the rear end is locked by its catch. The spring 37 has such a tension that it can cause the link motion to perform, but allows the lug 36 thereafter to bend it under the effort of the forward motion of the wing till it snaps off the spring, the spring then resuming its normal position along the line 16. On the reverse stroke, the lug strikes the spring from the opposite sideand the levers and locks are reversed causing the wing to hesitate on the forward or posterior end on the return stroke just as it did on the preceding stroke. The spiral spring 14 in Fig. 1 can replace the spring 37. The dotted lines show the various positions of the wing and wing carrier and illustrate how the hesitating dcvice operates. Figs. 1 and 2 may be provided with this mechanism of Fig. 7 in place of those now illustrated in these figures. The Fig. 7 system of levers and locks can also be used to lock at the opposite end of the carrier 28, which will cause a rear end hesitation. To cause this mechanism to look so as to allow of hesitation on the rear or anterior wing end it is only necessary to have the short lever 29 extended on its upper end and have the lug 36 placed in this extension instead of on the lower extension of lever 29. The spring 37 will also be transferred so as to strike lug 36 as before' Both arrangements may be included in the mechanism so that change from one to the other is easily accomplished. Many other combina tions can be devised and used of course to cause locking at one end or the other of the carrier 28, and this particular device shown and described is merely given as an example. The stroke lengthening mechanism herein shown and described may be used on other mechanisms as well as with a figure of 8 mechanism, as the figure 8 is understood n means of which'the propellers can be made to function both as propellers and steering means. A system of linked levers 38-39 and 40 are attached to the controlling wire 41, (which wire passes along elbow arm 21). lVhent-his wire. is drawn by a controlling lever on the central body 20, the linked levers assume the position as shown by the dotted lines. A spring 42 draws the linked levers back to'their normal position.- The lugs 43 put the limits to this movement. A cam 44, attachedto the top of the propeller 9 works on the lever 39 and causes the propeller to take up either position 9 or 9.", depending of course on which way the wing illustrate the controlling and propeller are moving at the time the wire 41 is pulled. A spring 45, working in a slot 46, which slot is rigidly attached to the rib work of the propeller 9, brings the propeller back to normal, which is as shown by the full blackline; This spring also causes quick recovery ofthe propeller'in its to and fromotion and keeps the propeller under proper tension. This spring can vary in strength as desired. It is understood of course that the propeller 9 is journaled on its top on the propellersupport 12 asshown at 47.

Fig. 10 is a stop mechanism used with the horizontal propeller and is inserted at a convenient place in the controlling wire 23 and its object is to take the strain off the wire 23 when the propeller is being used asa rudder or stabilizer, or when its full bending power is restrained. Two bearings 48 and 49 are fastened preferably to the rib work of the wing, along the direction ofthe wire 23. A slidable rod 50 works in these bearings, to and fro, as shown by the double headedarrow, and is inserted in the wire 23-. Between the bearings is a clutch bar 51, pivoted at 52, stopped by lug '53 and operatedby wire-54. This wire 54 passes along elbow arm 21, and goes to a small auxiliary levermounted on the main controlling lever to' which wire 23 leads. It may be mentioned here that the controlling levers. are all provided, as is usual, with looks, so that the control can be set at any desired degreeandremain-so set without the use of the hands to hold it. 7 The rod 50 passes through the end of clutch bar 51, the hole in the clutch bar being slightly larger than the rod. -A spring 55 keeps the clutch normal against the lug 53. When the wire 23- is drawn by the controlling lever the desired degree and it is intended to keep it so drawn, then the auxiliary lever is brought into play by the fingers and wire 54 draws the clutch bar 51 overl'so that the rod 50 is tightly gripped, then the'locking of the auxiliary. and main control lever takes the strain off of the wire 23 passing along elbow arm 21. It may be mentioned that the wire 23 leading from. the rod 5'O-to the propeller should be heavy enough to; stand this strain put on it by thepropeller under restraint.

Fig. 11 illustrates the horizontal rudder or tail and it is telescopic as shown at 56 in one plane. However the 'wings' may be. so long as to make a' tail unnecessary. The rudder supports 56 are-attached'at their ends 56 to the central body structure 20 on the those versed inthe art. The plane 58 is shown in its normal position. The rudder is used in both vertical and horizontal ascension and descension and can aid in stabilizing.

In Fig. 9, a control wire 46 is provided to draw the slot 46 up, while a spring 46 brings it back to normal, by which means the tension of the spring 45 is varied and the turning power of the propeller reduced or increased, whereby the propelling power is also varied. It will be rememberedthat the propeller is turned by the air pressure on its planes due to the to and fro motion of the propeller and that the air and the spring oppose each other. Wire 46 can lead to a lever on the central body 20 the same as do the other controlling wires. The slot 46 works in a groove cut into the main forward rib of the propeller.

In Fig. 2 the three positions of the vertical propeller 9, shown by dotted lines, indi cate how the propeller sets itself, approximately, on the up strokes in both directions,

and on the down stroke, which down stroke position is shown by the center one of the dotted lines and this position also is the normal position of the propeller.

The vertical propeller can be mounted as the horizontal propeller is, that is, rigidly fixed on one end with the plane itself of flexible material. Likewise the horizontal propeller can be a stiff plane and mounted like the vertical one, depending for fiexion upon a spring. The vertical propeller when a flexible plane, can be regulated and controlled by means similar to those used in the case of the horizontal one as now shown. The propeller springs themselves may be regulated on each side so that each propeller can bend more or less than its neighbor or mate.

The two vertical propellers mounted on each wing are operated in synchronism by one control wire, but it is obvious that each propeller may be operated independently and not in synchronism with its mate; and each provided with anindependent control wire and control lever.

The operation of the machine is as follows :To rise vertically, the figure 8 mechanism and auxiliary mechanism are started; the wings oscillate; the controlling levers are set, holding the horizontal propeller down on the supports 11 and the vertical propellers in positions 9 or 9. The tail plane 58 is set by a control lever either up or down vertically or nearly so. As the ma chine rises, if one side should mount faster than the other, due to air pockets or some other cause, a remote possibility on account of the to and fro motion of the wings, then the horizontal propeller mounted on the wing on the side which rises too fast is released and its bending up allows the air to pass throughreducing the active surface thereby, thus bringing the machine back to equilibrium. The vertical propeller planes held as shown at 9 and 9 Fig. 9 act as stabilizers in all other directions the machine may tend to become out of balance. The tail plane, held as it is vertically, can act as a stabilizer and can be manipulated by the control lever so as to aid its stabilizing powers. If one or the other of the horizontal propellers is released the machine cannot advance horizontally because the vertical propellers are set broadside to horizontal advance. If the rear set of vertical propellers in Fig. 2, are allowed to operate so that the machine has a tendency to be drawn forward and the front set operated so that the machine has a tendency to be drawn backward the two neutralize each other and the machine moves neither way. The vertical ascension is possible without holding the vertical propellers fast. The same is true of the horizontal propellers when they are provided in front and rear. This allows of a more flexible arrangement than that of holding fast of the propellers. WVhen horizontal flight is desired the front vertical and horizontal propellers are so set that they are not in opposition to the rear'ones.

Now if it is desired to move horizontally after thedesired vertical height has been reached, the four propellers are released and the tail plane put at the proper angle. Then if we wish to ascend or descend while moving horizontally also, the tailplane is operated the same as the horizontal rudder on any other machine now is operated.

If we wish to vary the horizontal speed say decrease it, since with all propellers working the machine goes at its best speed, the horizontal propellers can be entirely held down by lever 24 or only partly so. If we provide means as shown in Fig. 9 so that the strength of the spring 45 can be put under'control, then the vertical propellers can cause the horizontal speed to vary also. If the lever 39 is made to hear more or lesson the cam 44 which causes friction and thus braking action, it is equivalent to varying the strength of the spring and this braking action can be accomplished by means of the control levers and wires associated with the vertical propellers.

Let us now turn. To do this the control levers operating the vertical and horizontal propellers on one side of the machine must be drawn back so that these propellers be come inactive. When this in done the machine swings around using the inactive propeller side as the pivot upon which the machine turns. Since the inactive vertical propeller is broadside to forward motion, it offers more resistance on its side than the other side of the machine encounters, therefore its side of the machine falls, thereby tilting the other side up, just as is done in on, account of this self-sustaining property.

In turning one set of the vertical and horizontal propellers on one wing can be set in opposition while the other set on the other wing work to aid each other. Suppose all propellers are set in opposition, then by causing the front set to aid the rear set the machine moves forward whereas if the rear set are caused to aid the front set, the ma chine moves backward, therefore the machine need not be turned to go either way. In hovering the wings are driven fast enough to just overcome gravity and the propellersand tail are all set as in vertical ascension. In vertical flight when the vertical propellers are set in. opposition, it is best to 'havethem set so that their free ends point toward each other instead of away from each other, then the air is compressed by them under the lifting and sustaining wings. Since vertical flight absorbs the most power it is of advantage to have compressed air under the wings to get a good lift fromthem. The wings also create the air currents upon which they rise due to their peculiar motion, something impossible in any other proposedmachines heretofore.

The speed, both vertical and horizontal, can of course be varied also by a variation in the speed of the motive power.

Fig. 1 represents a machine having either one or two part arms, even though'only a one part arm is shown, since it is a front view, a two part arm can be provided as in Fig. 2.

Descending can be accomplished by merely slowing up the wing actionyo'r shutting off the motive power and letting the wings be operated reciprocallyby'the pull of gravity on the Whole machine, its action like aparachute.

Since the rudder Fig. 11 is telescopic, it

being then can be set nearer or farther away fromthe i 1 7 central body 20. It can be permanently so set or may, duringfiight, be manipulated so as to alter the distance from said body. The tail may be in the rear or in the front.

In Fig. 2 are shown two broken lines 6 7 and 6 In Fig. 2 these lines show how the wing may'ibef turned automatically during flight. {If the wing is pivotedbyits support 7ito carrier 5 at the point where lines 6 and 6 ,intersect and the rear end" then made to oscillate, say by means of the stroke lengthening ar'mQlO, then on the stroketo-' ward the right, the wingLwill set its length parallel with line 6, while the stroke toward the left will set the wing length parallel to line'G. The wing itself may have a triangular form and-fixed in position with the base of the triangle in the rear. The horizontal propellers 8 may be used both'in front and in the rear of the main or sustaining wing. 1 c

This type of machine is not easily capsized because of the formation of the wings during toand fro 'motionan expanding V shape on the strokes outwardly and then a contracting inverted A on the strokes inwardly and each following the other in rapid succession.

It is to be understood that I have shown in the accompanying drawingsone practical illustrated in the said drawings except so.

far as the same may be set forth in the appended claims as constituting parts of features'of my invention.

I claim'as my invention V 1. In a'flying machine, the combination with a central body and 'wing arms extending from the same and provided with wings, of figure of 8 mechanisms for operating said wings and propeller vanes attached to said wings, means forlengthening the stroke of said wings relative to the figure of 8 mechanism, spring means for aiding the wing mechanism, meansfor steadying the wings and 'wingmechanism,safety means for holding the wings and wing carriage inplace, rudder means for steering and means for controlling said propeller vanes and rudder. 2. In av flying machine a figure of 8 wing operating mechanism working in conjunc tion with means for lengthening the wing stroke relative to the figure of 8 mechanism and a wing end'hesitating mechanism and wings and propeller vanes mounted upon and operated by said mechanisms. 7

3. In a flying mach'ne, a figure of 8 wing operatingmechanism workingin conjunction with 'a mechanism for lengthening the stroke relative to the figure of 8 mechanism and wings and propeller vanes mounted upon and operated by saiol mechanisms.

4:. In aflying machine a figure of 8 wing operating mechanism and mechanism for lengthening the stroke relative to the figure of 8mechanism and means for driving the same, wings forlifting and sustaining and propeller vanesmounted upon said wings for propelling, stabilizing and steering.

'5. In a flying machine the combination of these main features,- a central body. includ- .hesitating means, locking means forsaid wing end hesitating means; mechanism for lengthening the wing stroke relative to the figure of 8 wing operating mechanism; wings including propeller vanes mounted thereon; springs for resisting the motion of said wings on the up strokes; and a rudder, said wing arms and rudder being attached to said central body, said wing arms supporting said figure of 8 wing operating mechanism, wing carriages and their mechanisms, wings and propeller vanes, said figure of 8 mechanism operating said wing carriages, wings and propeller vanes, said wings, propeller vanes and rudder being controlled by said controlling means on said central body.

6. In a flying machine, a figure of 8 wing operating mechanism provided with guide means, a wing carriage supported upon and operated by said figure of 8 mechanism, said Wing carriage working in said guide means.

7. In a flying machine, a figure of 8 wing operating mechanism and a wing carriage supported upon and operated by said mechanism, said figure of 8 consisting of two halves driven in opposite directions and each half working upon a rotary mechanism having two separate centers, said centers of said rotary mechanism projecting radii of different length, said wing carriage being supported upon said figure of 8 in such manner that one end passes around a rotary mechanism of small radius in one half of the figure of 8 while the other end passes around rotary mechanism of a large radius in the other half and so alternately with respect to the two wing ends, said carriage ends being provided with slidable means equal in length approximately to the difference between the length of the small and large radii, said slidable ends being operative when the carriage ends have reached either extreme of the half figure of 8 to which it is attached.

8. In a flying machine, a figure of 8 wing operating mechanism and a wing carriage supported upon and operated by said mechanism, said figure of 8 consisting of two halves driven in opposite directions and each half working upon a rotary mechanism having two separate centers, said centers of said rotary mechanism projecting radii of different length, said wing carriage being supported upon said figure of 8 in such a man- Her that one end passes around a rotary mechanism of small radius in one half of the figure of 8 while the other end passes around rotary mechanism of a large radius in the other half and so alternately with respect to the two wing ends, said carriage ends being provided with slidable means equal in length approximately to the difference between the length of the small and large radii, said slidable ends being operative when the carriage ends have reached either extreme of the half figure of 8 to which it is attached and means for locking either end so as to cause hesitation on the inner or outer end.

. 9. In a flying machine, a figure of 8 wing operating mechanism, wings and propeller vanes mounted upon said wings and all supported and operated by said figure of 8 mechanism and means for operating said figure of 8 mechanism, said wings having a triangular shape, with the base of the triangle in the rear.

10. In a flying machine, a figure of 8 wing operating mechanism, wings and propeller vanes mounted upon said wings and all suported and operated by said figure of 8 mechanism, means for operating said figure of 8 mechanism, said wings oscillating to and fro on their rear sides using the front sides as pivots.

11. In a flying machine, a figure of 8 wing operating mechanism, wings and propeller vanes mounted upon said wings and all supported and operated by said figure of 8 mechanism, means for operating said figure of 8 mechanism and a rudder mounted telescopically, said telescope working in one plane.

12. In a flying machine, a wing operating mechanism and a wing and wing carriage, both operated and supported by said mechanism and means for operating said mechanism, said wing and wing carriage being slidably related, said wing sliding on said wing carriage through the medium of a system of levers operated by said wing operating mechanism.

In testimony that I claim the foregoing as my own I have hereunto aflixed my signature this 26th day of June, 1917.

RICHARD A. ENGLER.

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