US1723666A - Pusher airplane - Google Patents

Description

Aug. 6, 1929. c. G. THOMPSON PUSHER AIRPLANE Filed March 17, 1928 3 Sheets-Sheet lNVE/VTOR G5. Thom 250m .6 v a U m .-w"\ qr wnnnununwwfi E W 6 5 9 j Aug. 6, 1929- c. s. THOMPSON PUSHER AIRPLANE Filed March 17, 1928 3 Sheets-Sheet Aug. 6, 1929. c. G. THomsoN PUSHER AIRPLANE Filed March 17, 1928 3 Sheets-Sheet 3 lNVEIww-OR, 67$ 7724/72 6077/.

.UNITED TA ES} Patented Aug. 6, 192 9.

I CARL G.-'rnom so1, or s'r. LOUIS, mssoom. I

IUSHEB E.

Application filed March 17, 1928. Serial no.

maximum stability, such as inherent, static, dynamic, longitudinal, dlrectlonal and lateral; fourth, affording the. maximum of safety in landing; fiftlnthe provision of airfoils affording the maximum useful dynamic reaction; sixth, the provision of superposed sweep hack airfoils, each of which is ofless dimension laterally than longitudinally and which have a convexed dipping trailing edge, dipping side edges which gradually disap pear toward a convexed leadingedge which is the termination of an upwardly curved breast section of each' airfoil; seventh, the provision of an auxiliary, or intermediate rear airfoil having a dipping rearedge and dipping side edges; eighth, positioning of rudders in advance of the a-irfoils; ninth, po sitioning of superposed elevators between the breast portions of the superposed ail-foils; tenth. the provision of movable opposed, vertically disposed booster planes in advance of the auxiliary airfoil; eleventh, the positioning of the power plant upon the lower airfoil; twelfth, the provision 'of a pusher propeller; thirteenth, the provision of a' horizontally disposed landing propeller located below thet-railing end portion of thelower airfoil; and,

fourteenth, the provision of a wheel landing ear b 1 A further object of the invent-ion the provision of a pusher airplane, which possesses'advantages in points of simplicity and efiiciency, and, at the same time proves itself comparatlvcly inexpensive in cost of manu facture.

With the above and other objects in view,

the invention consists in the novel features of construction. arrangement and combination of parts hereinafter more fully described and finally pointed out in the claims hereto appended.

Referring to the accompanying drawings forming a part of'this specification, wherein like characters of reference denote similar parts throughout the several views:

PATENT orrlcn;

Fig. 1, is a side elevation of a pusher airplane embodying the'features of my-invention. I v

Fig. 2, 1s a transverse vertical sectional View of the a-irplanei' Flg. 3, is a trailing end elevation plane.

Fig. 4, is a longitudinal vertical sectional:

elevation ofthe airplane.

Fig. 5, is a top .plan view thereof.

of the air- Fig.6, is a detail of one-of .the landingwheels "audits connection with the lower airfoil.

vention, I employ a lower airfoil 1 having a flat dlverglng' body portion 2 terminating at opposite ends 1n. reversely curved portions,

so as to provide arear dipping edge portion.-

3, which is given a convex cambered trailing edge 4, and to provide an upwardly'gently curved forward breast portion 5 for, the airfoil. The flat diverging body portion 2 and the upwardly curved breast portion 5 thereof are provided with .the sweep back dipping side edge portions 6 having the sweep back edges 7 which merge at their rear ends with In carrying out the aim ofmy present inthe rear dipping edge portion 3 and the t-railing' edge 4, respectlvely, and whichside .dipping edge portions Hpractieally'fade out at the leading edge 8 'of the airfoil 1 which is giveifa conveyed camber or curvature, as will be apparent in Fig. 5. plan view, the I lower-airfoil 1, as will be apparent from Fig.

1. has a narrow leading edge which sweeps back to a trailing edge. The lower. airfoil 1 is mounted upon and suitably secured to a pair of suitably connected diverging longrons designated 9, the forward ends 10 of which are-curved upwardly and forwardly beyond the leading edge 8 of the airfoil 1.

Spaced from and disposed above the longr'ons 9 are a pair of suitably. connected upper diverging longrons 11, which'are rigidly eonnccted with the lower longronsf9 by means of a plurality of suitable supporting struts 12 to form the frame work of "an open fuselage. The upper longrons 11 extend be.-

yond the rear ends of the lower longrons 9 V and have their rear ends curved-downwardly, as at 13, and their forward ends curved upwardly, as at 14. The leading ends of the upwardly curved portions 14 of the "upper lon-.

grons 11 are disposed above and to the'rear of the leading ends of the upwardly curved portions 10 of the lower longronst) and they 17 and the upwardly curved breast portion '20 thereof are provided with the sweep back dippingside edge portions 21 having'the sweep back edges 22 which merge at their rear ends with the rear dipping edge portion 18 and the trailing edge 19, respectively, and which side dipping edge portions 21 practically fade away at the leading edge 23 of the airfoil 16, whichis given a convexed'camber or curvature, as will be apparent from Fig. 5. Briefly, both the lower airfoil 1 and theupper airfoil, or planes 16 are reversely' curved longitudinally, and transversely curvedand resemble very much a shoe horn, in plan view, and inverted pans in transverm sectional elevation,

'is provided with a vertically disposed steeras willbe apparent from Figs. 5 and 2, respectively. As clearly shown in Figs. 2 and 4, the upper-airfoillG has its ear-dipping edge 18 andside dipping edges 1 extending beyond the rear dipping edge 4 and side dipping edges 7 of the lower airfoil 1 and has its leading edge'23 disposed shortly to the rear of the leading edge 8 of the lower airfoil 1. In short, the upper airfoil 16'is of greater area than the lowerairfoil and extends over the rear and side edges of the lower airfoil 1.

From the foregoing, it will be apparent that airfoils, as described, will cause the displacement of air just as a goose, or as the prow of a boat displaces both air and water, thus creating an upward rising curr nt of air. around the dipping side edges 7 of he lower airfoil 1 for displacing the vacuum adjacent the upper surface of the lower airfoil 1, incidently densifying the air between the undersurface of the upper airfoil l6 and the upper surface 'of the lower airfoil 1 to establish maximum stability to the superposed foils -1 and 161 As the aircraft advances in flight, the

' densified air is further compressed by the enlarged area of the rear dipping edge portions 6 of the lower airfoil 1. A similar dynamic pressure is created by the-upper airfoil 16 due to the impact of the air stream flowing between the upper and lower airfoils 1 and 16.

A narrow auxiliary airfoil 24 having a fiat portion 25 is disposed between the upper and lower airfoils 1 and '16 at the rear end portion of the" aircraft'and is mounted upon suitable rearward and downwardly curved longrons 26 which are supported by the rearmost supporting struts 12 and braced by the bracing rods 27 which also brace the rear ends of the upper longrons 11. This auxiliary airfoil 24 has dipping side edge portions 28 with the lower edge 29, the dipping rear portion 30 and the trailing edge 31. The auxiliary airfoil 24 adds further to the lifting of the 1 rear end of the aircraft due -to the impact thereof with the air stream between the upper and lower airfoils 1 and 16 and also adds to the general stability thereof.

To further increase the dynamic pressure,

I employ what I term booster wings which are in the form of two vertically disposed planes These booster wings are hingedly connected along their rear edges to certain of the rearmost supportlng struts 12 and are adapted to be swung outwardly at any angle desired between the upper and lower airfoils 1 and 16 in advance of the rear ends of thedipping side edge portions thereof, and their adjusted positions are made secure by means of the slotted arms 33 which coact with the guide members 34 which pass through the slotted arms. The arms are locked to the guidemembers 34 by suitable fastening devices 35.

The leading or prow end of the aircraft ing vane or rudder shaft 36 supported by means of bearing members-37 and 38 and by which shaft the rudders 39 and 40 are carried and controlled by a lever 41 through and 46 mounted in the bearings 47 and 48,.

which are secured by the forwardmost supporting struts 12. Each pair of elevators 43 and 44 are connected by means of connecting links 49 which are pivotally connected at their ends to the elevators. Shaft 45 is provided with a cross arm 50 and both pairs of elevators are controlled in unison by means of a lever 51 through the medium of two pairs of spaced parallel arranged connections 52.

The aircraft is supported upon the ground by means of three landing wheels 53, 54 and 55. Wheels 53 and 54 are the rear wheels, and wheel 55 is the forward wheel. The wheels are each supported by means of a suitable supporting member 56 associated with .a shock absorbing device 57, which includes "extending below the rear and side dipping edges 4 and 7 of the lower airfoil 1. The

lower forward edge of the stabilizer 61 is curved upwardly, as at 62, and the leading edge 63 of the stabilizer 61 stops short of the leading edge 8 of the lower airfoil 1.

The aircraft is driven or pushed by means of a propeller 64 driven by means of a suitable motor 65 mounted upon the lower airfoil 1 through the medium of the shaft 66,- ineluding a suitable transmission 67 con-- trolled by means of a foot pedal 68. v

Forthe purpose of assisting in the landing of the aircraft, I employ a horizontally disposed lifting propeller 69 which is arranged below the rear end portionof the lower airfoil 1 within the bounds of the side and 5' rear dipping edge portions thereof. The

driving of this propeller 69 is controlled by the foot pedal and transmission; When the pedal is pushed down to its forward position, it releases the propeller 64 from posisweep back to the trailing edges of the airfoils, thereby gradually increasing the supporting area so that the impact with the air stream becomes gradually greater toward the trailing edges of the airfoils instead of at I the leading edgesthereof. .Thus, it will be seen that the initial lift of the aircraft is due to impact of the breast portions of the airfoils and then the lift is completely estab lished at the trailing ends of the airfoils.

The positive and negative pressure becomes greater at the rear dipping edges of the airfoils due to the impact with the air stream below the lower airfoil and between the superposed airfoils, thus, aiding in the lift and stability of the airfoils. This dynamic action also is increased due to the fact that the dip ping side edges of the airfoils sweep back from the convexed leading edgesof the airfoils to a widened area at the trailing edges thereof.

From the foregoing description, it is evident that a simple device for this purpose has been disclosed, but it is to be understood. that I do not desire to restrict, or limit my self to the very details of the constructionshown and described, which is merely illustrative, it being obvious that changes. not involving-the exerclse of the invention, may

be made without conflicting or departing edge and dipping side edges vanishing as they approach the leading edges of the airfoils. r

2. In a pusher airplane,superposed airfoils each having a breast portion terininating in a leading edge, a dipping trailing edge and dipping side edges vanishing as they approach the leading edges of the airfoils, the upper of said airfoils being of a greater area than the lower airfoiL.

3. In a pusher airplane, superposed airfoils each having a breast portion terminating'in a leading edge, a dipping trailing edge and dipping side edges vanishing as they approach the leading edges of the airfoils, the upper of said airfoils being of a greater area than the lower airfoil andhaving its leading edge disposed to the rear of the leadihg edge of the lower airfoil.

4. In a pusher airplane, superposed airfoils each having a breast'portion terminat ing in a leading edge, a dipping trailing edge and dipping side edges vanishing as they approach the leading edges of the airfoils,

the upper of said airfoils being of a greater area than the lower airfoil and having its leading edge disposed to the rear of the leading edge of the lower airfoil and vertically disposed movable-booster wings disposed he tween the dipping side edges of the airfoils.

ill)

- 5. In a pusher airplane,superposed airfoils each having a breast portion terminating in a leading edge, a dipping trailing edge and dipping side edges vanishing as they approach the leading edges of the airfoils, the upper of said airfoils being of a greater area than'the lower airfoil and having its leading edge disposed to the rear of the lead ing edge of the lower airfoil, vertically disposed movable booster wings disposed between the dipping side edges of the airfoils and a stabilizer depending from the lower airfoil and disposed longitudinally thereof.

6. In a pusher airplane,superposed airfoils each having abreast portion terminating in a leading edge, a dipping trailing edge and dipping side-edges vanishing as they approach the leading edges of the airfoils, the

upper of said airfoils being'of a greater area than the lower airfoil and having its leading edge disposed to tlie rear of the leading edge of the lower airfoil, vertically (llS- -posed movable booster,- wings disposed between the dipping side edges of the airfoils, a stabilizer depending from the lower airfoil and disposed longitudinally thereof and a manually actuated rudder disposed in advance of the superposed airfoils.-

7. In a pusher airplane, superposed airfoils each having a breast portion terminating in a leading edge, a dipping trailing edge and dipping side edges vanishing as they approach the leading edges of the airfoils, the upper of said airfoils being of a greaterv area. than the lower airfoil and having its leading edge disposed to the rear of the leading edge of the lower airfoil, vertically disposed movable booster wings disposed between the dipllll) ping side edges of the airfoils, a stabilizer depending from the lower airfoil and disposed longitudinally thereof, a manually actuated rudder disposed in advance of the superposed airfoils and manually actuated superposed elevators disposed between the breast portions of said airfoils.

8. In a pusher airplane, superposed airfoils each having a breast portion terminating in a leading edge, a dipping trailing edge and dipping side edges vanishing as they approach the leading edges of the airfoils,

the upper of said airfoils being of a greater a lower airfoil of smaller area, an auxiliary area than the lower airfoil and having its leading edge disposed to the rear of the leading edge of the lower, airfoil, vertically disposed movable booster wings disposed between the dipping side edges of the airfoils, a stabilizer depending from the lower airfoil and disposed longitudinally thereof, a manually actuated rudder disposed in ad- Vance of the superposed airfoils, manually actuated superposed elevators disposed between the breast portions of said airfoils, a power plant mounted upon the lower airfoil, and a propeller disposed below the dipping trailing edge of 'the upper airfoil and to the rear of the trailing edge of the lower airfoil.

9. In a pusher airplane, superposed airfoils each having a breast portion terminating in a leading edge, a dipping trailing edge and dipping side edges vanishing as theyapproach the leading edges of the air-,.

foils, the upper of said airfoils being of a greater area than the lower airfoil and hav ing its leadin edge disposed to the rear of the leading e ge of the lower airfoil, vertically disposed movable booster wings dis posed between the dippingside edges of the airfoils, a stabilizer depending from the lower airfoil and disposed longitudinally thereof, a manually actuated rudder disposed in advance of the superposed airfoils, manually actuated superposed elevators disposed between the breast portions of said airfoils,

a power-plant mounted upon the lower airfoil, a propeller disposed below the dipping trailing edge of the upper airfoil and to the rear of the trailing edge of the lower airfoil and a vertically disposed landingpropel-ler disposed below the trailing end of the lower airfoil.

10. In a pusher airplane, superposed airfoils each having a breast portion terminating in a leading edge, a dipping trailing edge and dipping side edges vanishing as they approach the leading edges of the airfoils, the upper of said airfoils being of a greater area than the lower airfoil and having its leading edge disposed to the rear of the leading edge of the lower airfoil, vertically disposed movable booster wings disposed between the dipping side edges of the airfoils, a stabilizer depending from the lower airfoil and, disposed longitudinally maaeea thereof, a manually actuated rudder disposed a vertically disposed landing propeller disposed below the trailing end of the lower air-- gear upon foil and a three wheel landing which the lower airfoil is mounted.

11. In a pusher airplane, an upper airfoil,

airfoil of relatively small area, said. upper and lower airfoils having curved breast portions terminating in leading edges, dipping trailing edges and sweep back dipping side edges and said' auxiliary airfoil having dipping side edges terminating in a dipping trailing edge.

. 12. In a pusher airplane, an upper airfoil, a lower airfoil of smaller area, an auxiliary airfoil of. relatively small area, said upper and lower airfoils having curvedbreast portions terminating in leading edges, dipping trailing edges and sweep back dipping side edges, said auxiliary airfoil having dipping side edges terminating in a dipping trailing edge and vertically disposed hingedly supported booster wings disposed between the clipping sideedges of the upper and lower airfoils.

13. In a pusher airplane, upper foils and lower airfoils, said airfoils each having a narrow convexed trailing edge, upwardly curved breast, portions, sweep back dipping side edges terminating in convexed dipping trailing edges whereby to form airfoils substantially cone shaped in plan view.

14..In an aircraft structure, in combination, a lower airfoil, an upper airfoil, a power plant mounted on said lower airfoil, a propeller adjacent the rear ends of the airfoils and disposed below the upper airfoil, a vertical rudder in advance of both airfoils, an elevator disposed between the uppending from the lower airfoil and disposed longitudinally thereof.

15. In an aircraft structure in combination, a lower airfoil, an upper airfoil, a power plant mounted on said .lower airfoil, a ro-' p'eller adjacent the rear ends of the air oils and disposed below the trailing edge of the upper airfoil and to the rear of the lower airfoil, aWertical rudder in advance of both airfoils, an elevator disposed between the upper and lower airfoils at the forward ends thereof and a stabilizer having its lower edge convexed at its forward end depending from the lower airfoil and disposed longitudinally thereof.

16. In an aircraft structure, in combination, superposed airfoils having sweep back iliary airfoil, a stabilizer depending from the.

lower of said superposed alrfoils, a vertical rudder supported .111 advance of said airfolls,

' means for actuating said rudder, superposed elevators disposed between the forward u wardly curved ends of said airfoils, means for actuating said elevators in unison, a power plant mountedupon the lower of said superposed airfoil, a propeller driven by said power plant and disposed so as to push the aircraft, a three wheel landing gear and a landing propeller disposed below the rear portion of the lower of said superposed airfoils and propelled by said power plane when the first mentioned propeller has ceased rotation under power.

- 17. In an aircraft structure, a top airfoil having a long sweep back chord, a short leading edge span and a longer trailing edge span than the leading edge span, a lower airfoil having a long sweep back chord, a short leading edge span and a longer trailing edge span than the leading edge span and suspended from the top airfoil, an auxiliary airfoil disposed between the top and lower airfoils at the rear ends thereof, a power plant in advance of the auxiliary airfoil and supported by the lower airfoil, a vertical rudder-in advance of said top and lower airfoils, elevators disposed between the top and lower airfoils, a three wheel landing gear, a pusher propeller driven by said power plant and a horizontally disposed landing-propeller b.c' low said lower airfoil driven by said power plant when the pusher propeller has ceased rotation under power.

In testimony whereof, I have hereunto affixed my signature.

CARL G. THoMPsoN.

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