US1517289A

US1517289A - Airplane

Info

Publication number: US1517289A
Application number: US381867A
Authority: US
Inventors: Hart Seth; Robert I Eustis
Original assignee: Individual
Current assignee: Individual
Priority date: 1920-05-17
Filing date: 1920-05-17
Publication date: 1924-12-02
Anticipated expiration: 1941-12-02

Description

Dec, 2, I S.'-HART ET AL I AIRPLANE Filed May 17 1920 3 Sheets-Sheet 1 Elmo/MM SETH HAM- Rosem- I. EusTIs Clues/M4 9 Dec. 1924- 1,517,289 s. HART ET AL AIRPLANE F led May 17 1920 s Sheets-Sheet 2 814mm darn HAHT Rosem- I, EUS'TJS Dec. 2,1924. I v 1,517,289

I s. HART ET AL AIRPLANE Filed y .17 1920 3 Sheets-Sheet 5 awumtoz 65TH Hnnr 62X): Rosam- I.Eus'r15 earn HART Ann 'nonnga'r I. nus'rrs, or LOS ANGELES, camronm.

- I AIRPLANE.

Application filled May 17, 1920. Serial No. 381,867.

To all whom it may concern:

Be it known that we, SETH HART and ROBERT I. EUSTIS, citizens of the United States, residin at Los'Angetes, county of tate of California, have in- Los Angeles, vented certain new and useful Improvements, in Airplanes, of .which the following is a specification.

ThlS invention relates to improvements in airplanes. It has more particularly to do with the control of the propelling means.

The objects of the invention are:

- First, to propeller w ereby the angle of the propeller blades can be controlled and the propeller regulated in its action while the machine is flying.

Second, to provide such an adjustable propeller in which the blades can be reversed by the pilot. I

Third, to provide direct connection means from the cockpit of an airplane to control the propeller and regulate the angle of the blades, either. for varying the action of the propeller or for reversing the same.

Fourth, to provide im roved control means for an airplane in lighting or landing.

Further objects and objects relating to details and economies of construction and operation will definitely appear from the detailed description to follow.

We accomplish the objectsof our invention by the devices and means described 'in the following specification. The invention is clearly defined and pointed out in the claims.

A structure which is a preferred embodiment of our invention is fully illustrated in the accompanying drawing, forming apart of this specification, in'which:

Fig. I is a detail perspective view of our invention adapted and applied to. a Curtis JrNH airplane.

Fig. II is an enlarged detail plan view of the front end of the engine, the propeller hub and the connecting means for our improvements, a portion of the propeller blades being broken away. 1

Fig. III is an enlarged detail transverse elevation view, partially in section, on line 3-3 of Figs. II and VII, showing details of the adjusting means for varying the angle of the propeller blades while the machine is in flight.

- Fig. is an enlarged detail transverse rovide an effectively controlled II and III, showing details of the yoke connection, the outer portion of the propeller blades being broken away.

Fig. V is an enlarged elevation view of the control lever and segment and ofthe throttle control as it would appear from r the inside of the cockpit.

Fig. VI is an enlarged detail view of the improved latch and notched segment portion whereby very fine adjustment is secured. v

Fig. VII is a detail longitudinal sectional view through the hub sleeve and inner end of the propeller blade, showing a sleeve and arrows at the ends of the section lines and --similar numerals of reference refer to slmilar parts throughout the several views.

Considering the numbered parts of the drawing, the numeral 1 indicates generally the improved propeller means, 2 is the fu selage of an airplane, 3 istheradiator, 4 is the front end of the engine, .5 is the hub of the propeller secured to the propeller shaft 5'. .6, 6 arethe propeller blade sleeves preferably made integral with the hub 5. The propeller blades 7 are. of the usual constructio'n, being somewhat modified to make them reversible. The inner ends of the ropeller blades are supported in thrust bal or roller bearings, 8 and 9, as seen in Fig. VII, as it is desirableto minimize the friction to facilitate the manipulation. Friction is occasioned'by the heavy centrifugal'pull on sectional view taken on line of Figs. v

theblades. A vertical pin 10 is inserted through the shank of each propeller blade and when in the vertical position the propeller blades are at neutral.

We show the details of the right hand propeller blade. whichof course is identical with the-other blade when it is swung to the same position, as the two parts are precisely symmetrical. Therefore the descriptionof I one of these devices is sufiicient' for both.

Th'epin 10 is connected by a, link 11 through itspivot 12 to he yoke or ring bearing 13 having a bracket 14thereon to which the link llis pivoted at 15. 1A; yoke 16 is secured'to the inner .end of the hub and is disposed. transversely" to the pro- 'peller' hub sleeves.- Pins 17 extend therefrom to bosses 18 above and below the center of the hub and the sliding yoke or ring 13 is slidably disposed on these pins or rods 17 so that the same maybe moved readily back andforth thereon. The bearing yoke 20 embraces the revolving ring 13, there being a suitable thrust ball bearing between the same, not necessary. to be shown here, as our invention does not pertain to the detail of the bearing. v

To this bearing yoke is secured'a pair of pins 21 (see Figs. II, III and IV) which arecarried by the brackets 22 secured to the forward end 4 ofthe engine. These are provided with suitable; ways 33 within which the pins 21 are adjusted. The adjusting is effected by a rock shaft 24 carried by the bracket 22 disposed transversely of the propeller shaft beneath the yoke 20.

' Upwardly extending arms.25 are slotted at I, from this rock shaft.

- I Each rock'shaft arm 28 is operated by a FF '26 to receive the pins 27 on the oppositeends of the yoke 20; Arms 28 extend down "control lever 29 in the cockpit, the same I having downwardly depending arm 30 connected by the cont'rolrod 31 to the arin 28 -(see Figs. III and V). The, control lever 29 is pivoted to the segmentgplate 34 on the fulcrum 32. .The' segment 34 'is secured to a frame piece 35 of the fuselage. The segment is provided with internal gear teeth 36 whieh are engaged by a latch 37 having double teeth 38, '38 spaced to engage one notch and ride upon a tooth at the opposite side, making the adjustment a half of a tooth The latch is controlled bythe rod 39 from the push button 40 at the top of the control lever 29. (see Fig. V).

Because '-of the danger of speeding. an airplane engine, there is associated with the reverse lever in the cockpit a control for the throttle when reversing the propeller. This consists of a lever 41 fulcrumed at 42 on the, control segment and connected at 44 through the special rod 43 to the throttle control [45. The throttle control rod is divided and provided with extensible spring means WhlCl'l come into play when the propeller control yis off the neutral. A eompress1on coil spring 46 en- '55 gages a head 47 on the upper portion of the rod, and a sleeve 48 is earned by the lower portion of the rod, and has a cap retaining the spring in its'operative position. The lengthening of the throttle control rod is thus permitted when the propeller. control lever is off the neutral and 1s locked; when the'propeller is at neutraL. The aux .iliary lever 41 is disposed at" the side of f 'the propeller control lever 29 and is provided with a cam slot which iscngaged by'a roller '51, the. cam being so sl W ed that the lever 41 throttles the engine en the lever'29 is moved to the neutral position, as will clearl vappear. from an inspection of Fig. I throttle, the engine at this itate the manipulation.

- With this improved construction it is possible for the pilot of an air lane to manipulate and completely and eEectively point to facilcontrol the angle of the propeller blades. Asthe airplane ascends into higher atmosphere it isdesirable to turn the blades to cause them to advance more stro n ly and thus most effectively advance the airplane. The blades revolve much more freely in the attenuated air of the higher altitudes.

This adjustment enables the full ower of the engine to be utilized. This adjustmentof the angle of the propeller blades is also of great advantage at the .take oil, as it enables the adjustment to be'made recisely" to the-power of the engine and t e most powerful result is attalned. I

The reversing feature of the propeller enables the aviator to substantially stop his ane in mid-air. This would be a matter of great advantage in' combat, as it would give the pilot such control of his machine as to mmimlze the attack of an enemy.

However, this matter of the reverse of a It' is important to propeller in the air is only of special consequence, Whereas the proper reversin of the propeller in landing after every is of the very highest consequence, as it enablesthe machine to land safely and in a very short space. Machines have been landed and stopped upon the ground con- 'siderably within one hundred feet, depending upon the power of the engine and the relative. weight of the plane, the landing space required. for an airplane can be thus rection of revolution is not changed. It is thus possible to put brakes upon the airplane when it is a little distance above the ground and it will drop immediately to the ground and the reversal of the propeller acts as a powerful brake," stopping the machine within a comparatively few feet. This is a matter of very great consequence-in avoid ing accidents in,landing and also insuring landing within a limited area, and makes it practical to utilize Small landing fields.

By use of our invention it will thus be ob served that it is possible for the pilot' of an airplane tocompletely and instantly regulate the action of the propeller and thereby the whole machine. This is a matter of importance in the take of". It

is also a matter of high consequence when the machine reaches hi h altitudes where the. air is attenuated. he reversal of the propeller by substantially the same means enables the pilot to completely control his We have provided simple and effective means which we desire to claim specifically herein, but it isi-also desired to claim. the broad combination in an airplane of thedevices and means that we have produced, as pointed out in the appended claims.

Having thus described our invention what we claimv as new and desire to secure by Letters Patent/is:

1. The combination of an airplane, a proeller shaft therefor, a propeller hub with ateral sleeves, adjustable propeller blades supportedin the said sleeves, a yoke transyerse to the said sleeves on the said propeller hub, sup orting'pins from the said yoke to'the sai hub parallel td the axis of said hub, anaxially adjustable ing carried by said ins and revoluble wit said hub, pivoted llIlk connections from the said ring to said adjustable propeller blade, one

" above and the other below the said. sleeves,

an adjustable bearing yoke carried by the engine and embracing said adjustable ring and constituting a bearing support therefor, ball thrust bearings between said adjustable yoke and ring, ins carried by said adjustable yoke and dis osed parallel to the propeller shaft, brac ets on the front nectionstherefrom to said rock I auxiliary leverpivoted to said locksegment; and disposed improximity'to the ad'usting end of the engine with hearing ways for .said pins, a" rock shaft carried by said brackets, arms on. saidv rock shaft slotted.

to engage pins on the end of said adjustable yoke, an adjusting lever with lock segment in the cockpit of said airplane, con

shaft, an

lever, a cam slot in saidv lever, a 1'0 or on said adjusting lever engagingsaid cam'slot,

extensible connections from said lever to the throttle of'the e,; th'e dcam being formed to actuate the throttle and to throttle the engine when the adjusting lever is at neutral, all coacting substantially as described for the purpose specified.

2. The combination of an airplane, a propeller shaft therefor, a ropeller hub with lateral sleeves,.adjustab e propeller blades supported in the said sleeves, ayoke transverse to the said sleeves on the said pro peller hub, supporting pins from 'the said yoke to .the said hub parallel to the axis of said hub, anaxially adjustable ring carried by said pins and revo-luble with said hub, pivoted link connections .from the said ring to said adjustable propeller blade, one

above and the other below the said sleeves,

an adjustable bearing yokecarried by the engine and embracing said adjustable ring and constituting a bearing support there-- for, ball thrust bearings between said adjustable yoke and ring, pins carried by said adjustable yoke and disposed parallel to the propeller shaft, brackets on the front end of the engine with bearing ways for said pins, 21 rock shaft carried by'sald brackets,

arms on said rock shaft slotted to engage pins on the end of said adjustable yoke, an adjusting lever with lock segment in the cockpit of said airplane, connections therefrom to said rock shaft, all coacting substantially as' described for the purpose specified.

3. The combination of an airplane, a propeller therefor with reversib blades, a control'lever in the cockpit of the airplane, connectionsfrom said control lever tolsaid reversible blade, an auxiliary lever disposed in operative relation to said control lever,.having a cam therein, a pin on the control lever operating on said cam, connections from the said auxiliary lever to the throttle of the engine, said cam being formed and disposed to automatically throttle the engine when the control lever is moved to neutral, coacting as specified.

4. The combination of an airplane, a propeller shaft therefor, a propeller hub with lateral sleeves. adjustable propeller blades supported in the said'sleeves, a yoke transverse to the said sleeves on the said propeller hub, supporting pins from' the said e propeller yoke to the said hub parallel to the axis of said hub, an axially adjustable ring carried by saidpins and revoluble with said hub, pivoted link connections from the said ringto said adjustable propeller blade, one above and the other below the sald sleeves, an adjustable bearing yoke carried by the engine and embracing said adjustable ring and constituting abearing support therefor, ballthrust bearings between said adjustable yoke and ring, ins carried by said adjustable yoke and 1s osed parallel to the propeller" shaft, brac ets on the front end. of the engine with bearing waysfor j id pins, and means forfadj-usting said bearing yoke. v 5. T e combination of an airplane, a

propeller shaft therefor, a propeller hub with lateral sleeves, adjustable propeller blades supported in the said sleeves, a yoke transverse to? the said, sleeves on the said propeller hub, supporting pins from the said. yoke to the said hub parallel to the axis of'said hub, an axially adjustable ring carried by said pins I and revoluble. with said hub, pivoted link connections froin the 'said ring-to said adjustable propeller blade,

'f one above and the other below the said sleeves, an adjustable bearing yoke carried ,by the engine and embracing said adjustable ring and constituting a bearing support propeller shafttherefor, a propeller hu'bther'efor, ball thrust bearings between said adjustable yoke and ring, and means for supporting and adjusting said bearing yoke.

The combination of an airplane, a

with lateral sleeves, adjustable propellor blades suppor'ted in the Said sleeves, a. yoke. transverse to the said'sleeves on the said pro eller hub, supporting pins from the sai yoke to the said hub parallel to the .axis of saidhub, an axially adjustable rin carried by said ins and revoluble with .sai hub, pivoted lin connections from the said ring to said adjustable propeller blade, one above and the other below the said sleeves, an 'adjustableybearing yoke carried by the engine and embracing said adjustable ring and constituting a bearing support therefor, pins carried by said adjustable yoke and disposed parallel "to the ropellershaft, brackets on the front en the engine with bearing ways for said pins, and means for adjusting" said bearing yoke.

7. Thecombination of an airplane, a proeller shaft therefor, a propeller hubwith ateral sleeves, adjustable propeller blades supported in the said sleeves, a yoke transverse to the said sleeves on the. said pro peller hub, sup ortingpins from the said yoke to the sai .hub parallel to the axis of the said hub, an iaxi'ally adjustable ring carried by said inssand revoluble with & 'connection's from the said hub, pivoted 1i propeller shaft therefor, a

said ring to said adjustable propeller blade,

one above and the other below the said sleeves, an adjustable bearingyoke carried by the engine and embracing said adjustable ring and, constituting a bearing support therefor, and means for supporting and adjusting said bearing yoke. v 8. The combination of an airplane, a ropellerhub with lateral sleeves, *adjustafiile propeller blades supported'in the said sleeves, an axially adjustable ring carried by said hub, pivoted link connections from the said ring to said adjustable propeller blade, one above and the other below the said sleeves, an adjustable bearing yoke carried by the engine. and embracing saldadjustable'ring and constituting a bearing support therefor, pins carried by said adjustable yoke and disposed ally adjustable ring carried by said hub, pivoted link connections from the said ring to said adjustable ropeller blade, one above and the other be ow the said sleeves, an adjustable bearing yoke carried by the engine and embracing said adjustable ring I andconstituting a bearing support therefor, pins carried b said adjustable yoke and disposed paral e1 to vthe propeller shaft, brackets on the front end of the engine .withbearing ways for said pins, a rock shaft carried by. said brackets, and arms on said'rock shaft slotted to engage pins on the end of said adjustable yoke.

our hands and seals.

SETH HART.

In witness-whereoflwe have hereunto set v [1,. 5.] ROBERT I. EUSTIS; [Ls];