US1418502A

US1418502A - Aeroplane

Info

Publication number: US1418502A
Application number: US172723A
Authority: US
Inventors: William W Wert
Original assignee: Individual
Current assignee: Individual
Priority date: 1917-06-04
Filing date: 1917-06-04
Publication date: 1922-06-06
Anticipated expiration: 1939-06-06

Description

.WERTl VV W.

AEROPLANE. ATION ruso lux-54,1511.

Patfented June 6, 192'?.l

4 SHEETS-SHEET l.

l u uc nim VV. W. WERT.

AEROPLANE.

APPLICATION FILED JUNE 4, 1917.

1,418,502. Pafntedlune 6, 1922.

, 4sHEETs-SHEET2. ,l IIIIIIII `IIIII j IIIII I W. W. WERT.

AEROPLANE.

APPLICATION FILED JUNE 4, 1917.

1,418,502. -PatentedJune 6, 1922.,

. v 4 SHEETS-SHEET 3. 4 jf/ggg 9 J 5/ 4 Z d 6/ /765/ 645 w. W.v WERT.

Patented Junev 6, 1922u 4 SHEETS-SHEET 4.

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Wmme

UNITED STATES PATENT OFFICE.

-WILLIAM w. Wimmer DAYTON, omo.

AEROPLANE'.

.citizen ofi-the United States, residing at Dayton, in the county of Montgomery and State of Ohio, have-'invented 4certain new and useful Improvements in Aeroplanes, of

which the following is a specification.

My invention relates to flying machines lof the heavier' than air type and more particularly to an aei'oplaneof double plane twin construction and control.

The object of the invention is to improve the construction as well as `.the means and mode of operation of such flying machines whereby they will not only be cheapened in construction but will be more'eflicient in use` positive in operation. uniform in action, and unlikely to get out of repair.

further object of the invention is to provide improved stabilizing means which will not only afford a supplemental lifting effort but which will materially assist inbanking or tilting the machine to the required angle when flying in arcuate oi' curved paths of A further object of the invention is to provide improved control means which will be continuously and equally under the control of either one of two operators independent of the other.

A .further object of the invention is to provide an improved form of chassis which will enable the machine to be guided while running upon the ground either during lts initial starting operation or during the landing operation.

A further object of the invention is to provide an improved construction for utilizing the. air currents produced by the movement. of the machine and for defiecting objectionable currents in order that they may not disturb the equilibrium of the apparatus.

A further object of the invention is to provide improved steering and controlling means and an improved operative connection therefor whereby Said means may be independently controlled from different stations or by different operators.

Vith the above primary and otherincidental objects in view as will more fully appear inthe specification, the invention consists of the features of construction, the,

parts and combinations thereof and the mode of operation or their equivalents as 4from the right in Fig. l1 and Fig. 2.

Specification of Letters Patent. Patented June 6 1922.

Application filed June 4, 1917. Serial No. 172,723.

hereinafter described and set forth in the claims.

Referring to the drawings, Fig. 1 is a top plan view of the assembled machine one half of which isshown in skeleton form. Fig. 1a is a continuation of Fig. 1 illustrating the rear of the machine broken away atthe left in Fig. 1. Fig. 2 is a side elevation of the assembled machine. Fig. 2 is a contmuation of Fig.. 2 from the point where broken away at the left in Fig. 2. Fig. 3 1s a front elevation of the machine 'as vieyyed 4 is a longitudinal sectional View of the interconneeting portion-of the main frame at the operating position illustrating the operators seat and control devices. l top plan view of a locking detent for the control apparatus. Fig. 6 is a detail perspective view of a foot operateddetent for a portion of the control mechanism. Fig. 7 is a top plan view somewhat diagrammatic, illustrating the control system of Alevers, links and cables and parts operated thereby together with the driving connections independent ofthe frame or structure of the apparatus itself. Fig. 7a is a detail view. Fig. 8 isa detail perspective view villustrating the construction and bracing or reinforcement of the supporting planes.

Fig. 9 is a detail perspective view of the strut and guy or brace connection. Figs. lO'and 11 are details of the frictional clutch driving connection.

Like parts aie indicated by similar characters of reference throughout the Several views. A 4

' Briefly stated, the aeroplane forming the subject matter hereof is of twin double plane construction and embodies twin control and driving mechanism undei the constant control of either one-of two operators whereby if any accident shall befall one of the operators, the other may exercise absolute'control over themachine without changing his position. The construction also embodies twin stabilizing means. The structure comprises two pairs of transversely arranged superposed supporting planes hereafter referred. to as the fore planes and the aft planes which are connected by a longitudinally disposed'backbone or body structure Fig. 5.1s a' -l within which the operators stations are loterminates in both elevating and lateral in the guiding and controlling operation.

The lateral guiding rudders at the rear of the structure are interconnected with the carrying wheels at the front of the chassis whereby said guiding rudders and carrying wheels are operated in unison under influence of the steering devices from the operators stations. The motive power is supplied by fore and aft pairs of rotary propellers located immediately forward ofthe respective' supporting planes and driven by separate motors which motors also actuate the respective fore and aft pairs of helicopters. Inasmuch as the fore and aft sets of supporting planes, stabilizing helicopters and ailerons together with their driving connections are substantially the same, a detailed description of one set will suiice for both. The several parts and elements of the respective sets of supporting, stabilizing and control devices before mentioned are indiposed struts 3. These planes are arcuate in a" fore and aft direction and are inclined slightly upwardly and forwardly as indicated more particularly in Fig. 2. The frame of each plane comprises transversely disposed marginal bars or slats 4-4 connected one to the other by ribs 5 longitudinally disposed in relation with the general design of the machine. The ribs 5 are curved to agree with the arcuate contour of the planes. The ribs 5 are provided with a series of holes 6 through which-are laced a series of wires 7 to form a woven open mesh screen or network for the support of the fabric coverings. This network of wires 7 further tends to strengthen the frame of the plane to prevent buckling or yielding while 'in use. Theframe is further strengthened by arcuate terminal ribs 8 connecting the ends Aof lthe marginal bars or slats 4. These arcuate terminal ribs also form supports for the interwoven or laced wires 7. In addition to the reinforcement afforded by the interwoven wire lacings 7 the frames are further braced by diagonally disposed brace wires or guys 9. These brace wires are preferably locked or intertwisted one upon the other at their points of intersection. The fabric coveringsof the planes are preferably twofold, one thickness or fold being disposed Vbeneath the ribs 5 and interlaced supporting wires 7 and the other thickness or fold overlying such ribs and wires. However, either one of the thicknesses of material may be dispensed with and 'a single thickness'employed which may extend either above or beneath the ribs and wires 7 as found most desirable. Mounted in suitable brackets or bearings 1() and extending parallel with the marginal slats or bars 4 of the plane frames are revoluble roller rods or shafts 11 to A75 which the marginal edges of the fabric plane covering are attached. By the rotation of these roller rods or shafts the covering fabric may be stretched to any vdesired degree of tension. lVhen the desired tension has been acquired the roller rods 11 may be locked in their bearings while supplemental slats or bars'12 complementary to the frame bars 4 are laid uponthe stretched fabric and clamping bolts passed through said superposed bars 12' and 4 to clamp the margins of the fabric between said bars. lt will be understood of course that said clamping bolts not only pass through the

bars

12 and 4 but also through puncture holes in the interposed strata of fabric.

As before mentioned, Athe supporting planes 1 and 2 and 1 and 2 'are'connected one to the other by interposed struts or

standards

3 and 3. These struts are provided with terminal ittings 13 shown in detail in Fig. 9 in which the ends of the struts are seated. These fittings embody laterally disposed lugs 14 terminating in perforated heads with which are engaged eye bolts or swivels 1 5 comprising the terminal ends of diagonally disposed guy wires or braces 16. These braces or guy wires 16 not only eX- tend from the upper to the lower planes in longitudinal diagonal directions, but 4also in transversediagonal directions as shown in Figs. 2 and 3. These diagonal guys or braces together with the diagonal braces 9 serve to connect the planes into a staunch stable structure.

The longitudinal'frame or backbone of the machine comprises a longitudinally disposed tubular enclosed framework 17 which extends from a point in advance ofthe forward planes to a point abaft the rear planes. The longitudinal frame or backbone of the machine comprises a .series of circular frame members or hoops 18 connected one with another by longitudinally disposed side bars 19. The structure thus formed is braced bv interwoven wire lacingsQ() which serve to give a continuous contour or shape tothis tubular body and serve to support the envelope or covering. lVitliin thev tubular housing thus formed are located various portions of the control and actuating mechanism. Supported upon the tubular frame or backbone are a plurality of vertically disl l1,418,5oa

canopy 22 comprises substantially a 'longitudinally disposed supporting plane extending fore and aft `approximately on level with the upper main supporting planes 1 and 1. This fore and aft plane or canopy is formed arcuate with its concave side downward. There is thus provided a centrally disposed fore and aft alleyway or air passage extending substantially the entire length of the machine through which currents of air. may pass while confined beneath the domed canopy vor longitudinal plane. This plane is composed of a suitable framework embodying longitudinal bars or slots 24 connected by transverse ribs 25, the structure being strengthened and braced by interwoven wire lacings as before described. The supporting struts are further supported and braced by both longitudinally and transversely disposed diagonal guys or braces 26. At its rear end the longitudinal frame or backbone of the apparatus is provided with a terminal spatulation 27 to the rear edge of which is hinged anelevationrudder 28 oscillating about a horizontal axis.' C'oincident with the spatulation 27 and oscillating about a vertical axis is a lateral guid- 1 ing rudder divided intoupperand lower sections 29 and 30 situated above and below the terminal spatulation 27 but connected to a common support and movable to and fro 1n unison.

Located immediately in the rear of each of 'the upper supporting` planes and upon opposite sides of the longitudinal plane 22 are spherical domes 31 forming parts of the main framework of the machine and fixedly connected with the frame structure. These spherical domes each comprises a suitable frame including an annular or hoop-like marginal member 32 to which are connected 'arcuate radially disposed ribs 33 connected each to the other by circular wires or hoops i 34 and over which is fitted a fabric covering 35'.4 Within these domes are mounted heli.-4 copters 36 which afford a stabilizing effect upon the machine while in flight and assist `in banking or tilting the 'machine when flying a curved course. rear of the helicopterdomes just described are ailerons or drag wings 37 mounted for oscillatory movement about horizontal axes.

These ailerons materially assist in stabilizing the apparatus and maintaining it upon even keel and further assist in varying the elevation or inclination of flight. The main structure thus far described is mounted upon a chassis comprising substantially archsha ed transverse frame members 38 attac ed at the crown of the arch to the under side of the main structure and braced forwardly and rearwardly "by suitable diagonal braces 39. Upon the lower ends of the archshaped members 38 are pivoted oam'ying wheels 40 which may be of any suitable type Immediately to the wheels 40 are mounted upon swiveled or knuckle spindles as indicated at 41 similar to the mounting of automobile guide wheels. The actuating arms 42 of the knuckles 41 are lconnected to move in unison by a transverse connecting rod 43. In the drawing this connecting rod 43 has been shown provided with a centrally disposed stud 44 engaging in the slot 45 of a .rock arm 46 carried upon the lower end of a steering post 47 vertically disposed in the frame. 47 carries at its upper end a cross arm 48. This cross arm 48. is interconnected through the steering and control mechanism with the rudder sections 29 and 30 at the rear of the machine whereby said rudder sections and the forward carrying wheels 40 will be oscillated in unison. Thus the machine may not only be controlled .while in flight, but also while making a running start and while running upon the ground after landing. In both instances the controllingoperation is effected by the same control or steering mechanism.

The steering post volving helicoidal propellers 5() and 50 rotating in vertical 'planes immediately in front of the respective pairs of supporting planes. These revoluble propellers are mounted on suitable supporting shaftsl 51 mounted in the main structure. The forward and rearward propellers are independentlyactuated by

separate driving motors

52 and 52 mounted in central positions alined with the backbone or longitudinal portion of the machine. The crank shaft 53 ofthe motor extends forwardly and is supported in suitable bearings 55. The shaft 53 carries a gear pinion 56 at one side of the bearing 55 and a sprocket wheel '57 at the fore side. The gear 56 meshes with a similar gear 58 upon a counter shaft mounted in a bearing 59 similar to the bearing 55. This counter shaft carries at its forward end a sprocket 60 similar to the .sprocket 57. The

sprockets

57 and 60 are connected by sprocket chains or driving belts 61 with sprockets or drive pulleys 62 carried upon thel shafts 51 adjacent to the Propellers 50 whereby said propeller-s are simultaneously rotated in opposite directions. The crank shaft 53 of the motor 52 is also extended rearwardly through a bearing 63 and car ries at its extremity a gear 64. The gear 64 meshes with a similar gear 65 upon a counter shaft mounted in a bearing 66. Loosely journaled upon both the crank shaft 53 and lintermittently connectedA with the respective drive shafts by friction clutches. This clutch is illustrated in detail inlig. 11.

The sprockets or pulleys 67 and 68 are connected by sprocket chains or belts 69 with corresponding sprockets or pulleys 70 on I counter shafts mounted in bearings 71 which shafts carry bevel gears 72 meshing with corresponding gear pinions upo-n the vertical shafts 73 of the helicopters 36. By this driving train, the helicopters 35 and the propellers 50 may be simultaneously driven from the same motor 52. However, by releasing the drive pulleys or

sprockets

67 and 68 by the disengagement of the friction Clutches pertaining thereto, either the right or the left helicopter may be operated independent of the other or both helicopters may be disconnected from the driving motor and permitted to operate idly. While any form of friction clutch may be employed, in Fig. 11 there has been illustrated a simple yet efficient construction. To this end the driving sprocket or pulley 67 is provided with an integral annular flange or rim 74. Upon the driving shaft within the rim 74 is mounted a disk 75 which supports a split ring 76. This split ring 76 is adapted to be expanded into peripheral contact with the interior of the rim or flange 7 4 by the oscillation of an operating lever 77 pivoted to the disk 75 intermediate the ends of the split ring 76. This operating lever is actuated by a reciprocatory cone 78 slidably mounted upon the drive shaft and actuated from the operators or drivers stations as hereinafter described.

The drivers or operators. of which there may be two. are stationed in cock pits formed in the tubular backbone or longitudinal body of the structure and surrounded Aby coamings 80 within which are located seats 81" for the drivers. Located adjacent to each drivers position, are two helicopter control levers,

one on each side of the station, and controlling the two right and the two left helicopters respectively. The corresponding levers are l' connected one to the other to operate in unison. Referring particularly to Figs. 2 and 7, these

levers

81 and 81 are pivoted concentric with notched locking segments 82 and are each provided with a pinch VAlever 83A controlling the locking bolt 84 which engages in the notched segments 82 to retain the lever in its adjusted position. The

levers

81 and 81 are connected one to the other by an intervening reciprocatory link 85 whereby the oscillation of one lever will be transmitted to the otherl the othervcontrol lever. Connected to each of the control levers 81 and 81 to move in unison therewith are

rock arms

87 and 87 connected respectively by links or

rods

88 and 88 with shift rods 89 adapted by their reciprocation to cause the engagement and disengagement of the helicopter control clutches. The. construction ssuch that either driver by compressing the pinch lever 83 of his particular control lever 81 may unlock both the

levers

81 and 81 and by the oscillation of his particular lever, both levers are simultaneously oscillated thereby engaging or disengaging both the forward and rear helicopters upon the corresponding side of the apparatus. As before mentioned, the helicopters fore and aft upon one side of the apparatus may be operated independent of those upon the other side. When disconnected the helicopters may operate idly under the influence of the air currents as the machine advances. ln order to avoid` resistance to the advance of the apparatus by the rotation of the helicopters, that is to say, in order that the helicopters may not oppose the movement of air currents, the helicopter domes 35 are provided with pendent coamings or baiies 89 eX- tending about their inner forward quadrants connecting with the outer forward ends of which are divergent pendent deflectors or battles 90 supported beneath the upper supporting planes and extending rearwardly and outwardly. The helicopters 36 rotatin in the direction indicated by the arrows in `ig. l will traverse their forward movement within the protection of the baffles 89 and 90 and l will not retard the advance of the apparatus.

Vhen' the helicopters have been released from the driving motor they will continue to rotate while the machine is in action under the influence of the air currents thus automatically yielding to air pressure and obviating any retarding effect. lt will be under-k stood that the operation of the helicopters upon one side of the apparatus independent of those upon the other side will tend to tip or tilt the machine laterally assisting in the banking upon a curved course. The operation of both helicopters simultaneously tends to elevate the apparatus upon even beam. The helicopters may be normally operated in unison and continuously while. in straight flight and one lateral pair of helicopters disconnected when turning, or said helicopeters may all be normally disconnected and one lateral pair or the other pair brought into operation only upon occasion of curved flight.

In order to provide for the control of the apparatus, whether running upon the carrying wheels 40, or while in flight, means is provided whereby either driver independent of the other, may vary in unison the lateral inclination of the rudder sections 29 and 30 and the forward carrying wheels 40. To this end the common vertical supporting shaft of the rudder sections'29 and 30 is provided with a crossarm 91 secured thereto, similar to the cross arm 48 of the steering post 47.

Located adjacent to each drivers station and within reach of his seat while seated in the operating position are pivoted

cross arms

92 and 92 adapted to be oscillated by the foot action of the driver. Each of the

cross arms

48, 91 and 92 carry at. their opposite eX- tremities pivoted rockers 93. The cross arm 92 is also provided with rockers 93 which, however, instead of being loosely mounted are secured to the cross arm 92 which in turn is rotatably mounted invan oscillatory supporting head 94. The cross larm 92 carries a pendent arm 95 connected by a cable or wire 96 with a reciprocatory bolt 97 adapted to engage any one of a series of notches in a segment 98 positioned intermediate the drivers station.- The segment 98 carries with it a cross arm 99 which is also provided with loosely pivoted' rockers 93. Both the upper and lower arms of the rockers 93 of the

cross arms

48, 91, 92, 92 and 99 are connected one with another by longitudinally disposed wires or cables 100 whereby a rocking movement of any one of the rockers 93 will be transmitted to the other rockers of the series. The rockers 93 carried *by the

cross arm

92 and 92 form foot rests or pedals for the driver. The particular object ofthe oscillatory movement of the rockers is to enable either driver by the oscillation of said rockers to rock the cross arm 92 and with it the pendent rock arm 95, thereby withdrawin the bolt 97 from locking engagement wit the segment 98 which releases the cross arm 99 to which the cables 100 are also connected. The locking bolt 97 noted particularly by reference to Fig. 7 y

that the wires or cables 100 are reversed or crossed lintermediate the cross arm 91 of the rudder sections 29 and 30 and the cross arm 92 at the rear drivers station. This enables the rudder sections 29 and 30 to be turned to guide the a paratus in a direction agreein with that o the inclination of the forwar carrying wheels 40- eifectedby the oscillation of the cross arm 48 carried by the steering post 47. Thus either driver. may l by the oscillation of the pedals or rocker members 93 unlock the steering apparatus and thereafter by the turning or oscillatibn of the cross arm by which the edals or rockers are carried, he may simu taneously oscillate the forward carrying wheels 40 and the rea'r guiding'rudder sections 29, and 30 vin opposite directions whereby the rudders vtory pedal member 105 having a detent or locking .finger 106 adapted to engage any one of a serles of notches of the locking segment 103. These oscillatory pedal members 105 are connected one to lthe other' to rock in unison by mea-ns= of cables or wires 107. The structure is such thateither driver by rocking the pedal member pertaining to his station may unlock both steering wheels 101. Carried upon the steering post 102 is 'a sprocket Wheel or pulley 108 around which passes a cable or belt 109 extending 'through guide pulleys 110 in the frame of the structure and connected to the ailerons or drag Wings 37. Inpractice, a sprocket ,wheel 10 is preferably used [about which extendsa short length'of sprocket chain vto the ends of which the cable 109 is attached. The guide .pulleys 110 are'so locatedin the frame or structure in relation with the pivotal points of the ailerons 37 that when the steer- 1n ca le in'one direction the ailerons will be depressed and whenoscillated in the opposite direction .they willu be elevated. It will be understood that the construction is such that the rotation of the sprocket wheel 108 will exert, a-pulling reflect upon one side of the cable 109 and will pay out or slacken the opposite side o'fsaid cable. Located upon sprocket wheel or pulley 111 controlling a cable 112 passing through suitable guide pulleys 113 and having its opposite end connectedl to the rearmost ailerons or drag wings 37'.'- The' construction and operation of this cable connection is ythe same as that before described. At the lower ends of the steering posts 102 and 102 are bevel gear pinions 114,meshing Witlt .similar gear pinions 115V to which are attached sprocket wheel is oscillated to reciprocate the 'the' rear steering post 102 is a similar wheels carrying a sprocketchain or belt'116. i

The arrangement is such that upon the release of the steering post 102 by the oscilltionof the pedal detent 106 out of engagementwith the lockingl segment 103the controlling movement of either of the steer-'i lng wheels 101 will be transmitted throughthe gears 114 and 115 and the connectingsprocket chain'or belt 116 tothe other steer-l ing post. The respective steering posts and the cables 108 and 112- controlling the fore and 'aft ailerons 37 4and 37 are thereby oplso eratcd in unison from either driving station. There is also mounted upon the rearmost steering post 102` a second sprocket wheel 117 controlling a belt or cable 118 which passes through suitable guide pulleys 119 in the frame of the machine and thence to the elevating rudder 28. Thiscontrol cable like the cables 108 and 112 is so arranged that the opposite sides of the cables are reciprocated in opposition, that is, as one side is tightened to move the ailerons in one direction, the other side is slackened to compensate for such movement. 1t will be understood that the guide pulleys in each instance are so arranged in relation with the pivotal connection of the ailerons as to transmit the pulling effort upon the cables in such direction as to cause a corresponding variation of the ailerons.

While independent control means has heretofore been described for the helicopters and the guiding Wheels and rudder it will be obvious that the clutch shifter by which the helicopters are connected and disconnected may be connected for operation di rectly with the Wires or cables 100 in lieu of being connected to the

levers

81 and 81. By this arrangement the right or' the left pair of helicopters would be automatically connected in accordance with the corresponding deviation of the apparatus from a straight path of travel. The connection of this clutch shifting device With the control cable 100 is so simple as to be readily understood Without the necessity of illustration. s

Although the structure has been shown and described as an integral apparatus it Will be obvious that it may be so'constructed that the forward` portion, that is, the forward supporting plane-s, together with the portion of the backbone or main frame intermediate the fore and aft planes may be disconnected from the rear portion of the machine, leaving the rear supporting planes and helicopters, together With the steering rudders intact. Inasmuch as the rear propellers and helicopters are driven fromy a separate motor located at the rear of the machine, it will be obvious that such separated rear portion might be used as a single aeroplane ofsmall capacity.

By the constructions hereinbefore set forth the operation of the apparatus is constantly under the control of either of two drivers or operators. There are two sets of control devices all adapted to be locked in their adjusted positions. the releasing of which may be effected from either'driving station.

From the above description it Will be apparent that there is thus provided a device of the character described, possessing the particular features of advantage before enumerated as desirable but which obviouslyl is susceptible of modification in its form, proportion, detail construction or arrangement of parts, Without departing from the principle involved or sacrificing any of its advantages.

lVhile in order to comply with the statute, the invention has been described in language more or less specific as to certain structural features, 1t 1s to be understood that the invention is not limited to any spe-4 `superposed supporting planes transversely arranged relative to the back bone or main frame, said pairs of planes being arranged in tandem relation, a pair of helicopters arranged contiguous to the rear edges of each of the pairs of supportingplanes and rotating substantially in common planes therewith, the individual helicopters of each pair being positioned on opposite sides of the-back bone or main frame, guiding rud' ders carried upon the main frame, actuating propellers,I and means for independently actuating the individual helicopters of each pair, substantially as specified.

2. In a flying machine, the combination with a main frame, a liftingand supporting plane, propelling and guiding means, of a pair of helicopters the members of Which are located contiguous to the rear edge of the supporting plane at opposite sides of the medial line of the machine, dome-shaped rearward extensions from said plane overhanging .said helicopters, and means for actuating said helicopters each independent of the other.

3. 1n a flying machine, the combination with a main frame,a supporting plane transversely arranged in.relation to tle main frame, propelling and guiding meansof a pair of helicopters the members of Which are located at opposite sides of the medial line of the machine, a dome or concave housing fixed upon the main frame in the rear of said transversely arranged plane beneath Which each helicopter rotates, and means for actuating the helicopters each independent of the other.

4. ln a flying machine the combination With a main frame, a transversely arranged lifting and supporting plane, propelling and guiding means. of rearward extensions from said supporting and lifting plane, a pair oflhelicopters the members of which of each helicopter beyond which only thel receding or rearwardly rotating portion of the helicopter is exposed to the air currents, v

and means for actuating the helicopters.

6. In a flying machine, the combination with a main frame of supporting planes one arranged-in advance of the other, and a propeller of a longitudinally disposed plane' medially connecting the fore4 and aft planes,

helicopters located on opposite sides of said medial longitudinally disposed plane, and means for actuating said propeller and helicopters.

7. In a iying machine, the combination with a main frame, a supporting plane, and a propeller, of two independently operable helicopters -located on opposite sldes of the medial line of the machine, and at the rear of the supporting plane and ailerons located to the rear of said helicopters.

8. In a ilying machine, the combination with a main frame, a transversely arranged supporting plane and propelling means ot two domed enclosures contiguous to the rear edge of the plane helicopters positioned beneath said domes, the structure being lifted and sustained in flight solely. by. said supporting plane, while the helicopters exert an equalizing and balancing action upon the structure while being sustained by said supporting plane,'and means for actuating the helicopters in unison or one independent of the other, at the willf the operator.V

9. In a' flying machine, the combination with amain frame', a supporting pla-ne and propelling means, of helicopters adjacent to said planes and air fenders about the periphery of the forwardly rotating halves of the helicopters, the peripheries of thev rearwardly rotating halves of the helicopters being exposed .in a forwardly direction.

10. In a flying machine, the combination with a main frame, a supporting plane and propelling means, of ailerons in the rear of the plane and helicopters intermediate the ailerons and supporting plane and contiguous to both, substantially as specified.

In testimony whereof, I have hereunto set my hand this 23rd day of May A. D.

WILLIAM w. WERT.

YWitnesses:

E. E. DUNCAN, MARVEL HoAaL'ANn.