US1730414A - Aeroplane - Google Patents

Description

' Oct. 8, 1929;. n. L FAUROTE AEROPLANE Filed Feb. 16, 1929 Sheets-Sheet 1 @g g l- 0d. 8, 1929. D, FAURQTE 1,730,414

AEROPLANE Filed Feb. l6,-1929 4 Sheets-Sheet 2 A ttorney H Oct. 8, 1929. D, FAURQTE 1,730,414

AEROPLANE Filed Feb. 16, 1929 4 Sheets-Sheet 3 0. i-far-afis A iiorney Oct. 8, 1929. D. L. FAUROTE 1,730,414

VAEROPLANE' Filed Feb. '16, 1929 I 4 Sheets-Sheet 4 In venfor :QAZZJ QuI'OfG Attorney additional li as I drawn on an e mately on the line 5Q Patented 0a. 8, 1929 UNITED STATES DAVID LEO FAUBOTE, OF WANAT A H, INDIANA AEBOPLANE Application filedlebruary 16, 1929. Serial No. 340,402.

The present invention relates to improvements in "aeroplanes of the heavier than air type, and has for its principal object to provide a flying machine that includes an improved propeller construction as well as'an improved body construction. J

One of the important objects of the present invention is to provide an aeroplane of the above mentioned character wherein the propeller structure provides for an absolutely vertical lift of the machine, the same propeller structure beingat all times under con-' trol of the pilot so that when sufficient altitude has been attained, the propellers may be positioned the aeroplane to pursue tudinal direction.

A further object of the invention is to provide an aeroplane wherein thesame is equipped with pivoted fenders for the purpose of reducing the resistance on the propellers in fli ht and to further provide for of the plane. A still further object of the invention is to provide an aeroplane of the above mentioned character that will at all times be positive and eflicient in'its operation as well as simple in construction, inexpensive, strong and durable and further well adapted for the purposes for which it is designed. Other objects .and advantages of-the inin such a manner asto permit its flight in a longivention will become apparent from the following. description when taken in connection with the accompanying drawings.

In the accompanying drawings wherein like numerals indicate like parts through the several views thereof-z Figure 1 is a side elevation of the aeroplane embodying my invention as seen in flight.

Figure 2 is a longitudinal view therethrough.

Figure 3 is a front end elevation. Figure jis a sectional view taken approximately on the line 4.-,'4 of Fi ure 2 through one of the pro eller units,-t e same being arged scale. sectional view taken approxi- 5-'5 of Figure 4. Figuresfi and 7 are detail views showing Figure 5'is a the propellers and their action in vertical and longitudinal flight.

In the drawings wherein for the purpose of illustration is shown the preferred embodiment of myinvention, the numeral 1 designates generally the body of my improved aeroplane, the same being of stream line design and further so shaped as to simulate generally an arrow. In this manner very little wing spread is necessary to maintain an altitude during flight.

The total wing spread isapproximately the same as the total .height of the body. A structure of this character makes the aeroplane capable of attaining greater-speed and elimio5 nates large housing space, etc.

The windows. of the passenger compartment are shown at-2, while the windows of the compartment for the crew are indicated at 3 in Figure 1 and these windows are arrangedbeneath the wings 4. I v

- Arranged beneath the wings are a series of spaced propeller units denoted generally by the numeral 5 and eachpropeller umt includes a .revoluble cyl'nder 6 that is secured at one end to an enlarged head 7 carried b one end of the power shaft 8 and a'suita le bearing 9 is provided for'the power shaft. The cylinder 6 is adapted to. rotate simultaneously with the power shaft. Extending axially through the cylinder 6 is the staggered or eccentriccam shaft 10, the inner end thereof being j ournal'ed within a suitable bearing provided therefor the head 7, while the outer end projects beyond 5 the adjacent endwall of the cylinder, and is journaledin a suitable bearing 11. v The outer end of each camshaft is formed with a laterally disposed lever 12 for actuating the cam shaft of each propeller unit in the-manner presently described.

Fixedlysecured on the cam shaft 10 within the cylinder 6 of each propeller. unit are the spaced cam discs 13,. The bearing sleeves 14 encircle the eccentric cam shaft 10 between the spaced discs 13'. 1

The cylinder 6 is furtherspaced or maintained out of engagement with the cam shafts I by reason of the bearings 15.

-The camshaft is formed with an oil feed passage 16 that has communication with the respective bearings and is also formed with an oil return passage 17.

The cam discs 13 terminate in spaced rela- 5 tion with respect to the peripheral face of the cylinder 6 and hingedly secured along one edge to the inner peripheral face of the drum or cylinder 6 is the elongated blade or fin 18, the pivotal connection for shown at 19. A series of these blades or fins are arranged circumferentially within the cylinder of each propeller unit and these blades extend for substantially the entire length of the cylinder. The free longitudinal edges of'the spaced blades are formed with the laterally extending lips 20 that are operable through elongated slots 21 formed in the periphery-of the cylinder. As is more clearly disclosed in Figure 5, the blades are slightly curved and are adapted to be engaged by the respective cam discs 13. Combined bumper and return spring units 22 are interposed between the periphery of the cylinde'r'and the hinged ends of the blades 25 for normally urging the same inwardly so as to maintain the laterally disposed lips 20 within the cylinder.

Suitable fenders shown at 23 in Figure 2 are pivotally mounted on the body beneath the wings 4, and as is clearly shown in Figure 2 these pivotally mounted fenders are arranged between the spaced propeller units 5 that are also arranged beneath the wings 4. The fenders 23 are employed for reducing resistance on the propellers in flight and further provide for additional lift. The lower ends of the fenders may be dropped from the center hinge to provide a brake for the aeroplane.

With attention now to Figures 6 and 7 of the drawings, there is shown the propellersin their action in vertical and longitudinal flight. The letter A indicates the plane of force, while B designates the plane of flight. The arrows indicate the direction of movement of the cylinder and the cam discs.

When suflicient altitude has been attained to clear the way for longitudinal flight this is accomplished by the same propellers and by shifting the cam shaft a quarter of a turn. The propeller blade lips 20 are thrust through the respective slots 21 in the periphcry the-cylinder 6 by the cam discs 13 and are returned inside by the automatic return springs and bumper units 22. Thus the pull is exerted on only one side of the cylinder at a time and the plane of force and theplane of flight 'are put under complete control of the pilot at all times.

The draft of the fins or blades will depend upon the width of the face of the lips that is exposed outwardly of the respective cylinder and the speed of the respective power shaft. To providefor greater width, it is only necessary to reduce proportionately the diameter the blade being respective slots, 'means for normally urging of the cam discs with a consequent increase of the stagger of the cam shaft.

The landing gear is shown generally at 24 in Figure 2 and the same may be of any con-' ventional construction, the same being housed within the body 1 during the flight of the aeroplane in order to reduce friction. The purpose of the landing gear atthe forward and rear ends of the body is to simply sustain the weight of theaeropla-ne when at rest and 7 to provide a carriage when the aeroplane moves along the surface.

In bringing the aeroplane to a stop after, the completion of the flight, the aeroplane is slowed down to the correct point over the 8 landing place by a downward thrust of the outer ends of the propeller fenders 23, and the lowering is accomplished by shifting the cam shaft to the first position and then throttling the power. 3

It will thus be seen from the foregoing description that I have provided an aeroplane that is simple in construction and that is capable ofbeing lifted vertically in a positive and efficient manner.

Furthermore, an aeroplane of this construc 'tion will be strong and durable and inexpensive in its construction.

While I have shown the preferred embodiment of my invention it is to be understood that minor changes in the size, shape, and arrangement of parts may be resorted to without departing from the spirit of the invention and the scope of the appended claims.

Having thus described'the invention, what I claim as new and desire to secure by Letters Patent is p 1. In an aeroplane, a fuselage, and planes extendinglaterally therefrom, a series of propeller un1ts arranged beneath the planes, each propeller lmit including a manually rotatable eccentric cam shaft, a cylinder arranged for rotation on said camshaft, the periphery of the cylinder being formed at spaced intervals with slots, a series of bladeshinged at one end to the inner face of the periphery of the cylinder, laterally extending lips at the free ends of the blades for disposltion through the the blades-radially in an inward direction to maintain the laterally disposed lips within the cylinder, and cam discs secured on the cam shaft for rotation therewith and adapted to successively engage the pivoted bladesto thrust the laterally disposed lips outwardly through the slots in the periphery of the cylinder.

2. In an aeroplane, a fuselage, and planes extending laterally therefrom, a series of propeller units arranged beneath the planes, each propeller unit including a manually rotatable eccentric cam shaft, a cylinder arranged for rotation on said camshaft, the peripheryof the cylinder being formed at spaced intervals with slots, 2. series of blades hinged at one end to the inner face of the periphery of the cylinder, laterally extending lips at the free ends of the blades for disposition through the respective slots, means for normally urging the blades radially in an inward direction to maintain the laterally disposed lips within the cylinder, and cam discs secured on the V cam shaft for rotation therewith and adapted to successively engage-the pivoted blades to thrust the laterally disposed lips outwardl through the slots in the periphery in the cy inder, and a power shaft secured to one end of each cylinder for rotatin the same.

3. In an aeroplane, a uselage, andplanes extending laterally therefrom, a series of propeller units arranged beneath the planes, each propeller unit including a manually rotatable eccentric cam shaft, a cylinder arranged for rotation on said cam shaft, the periphery of the cylinder being formed at spaced intervals with slots, a series of blades hinged at one end to the inner face of the periphery of the cylinder, laterally extending lips at the free ends of the blades for dispositionthrough the respective slots, means for normally urging the blades radially in an inward direction to maintain the laterally disposed lips within the'cylinder, cam discs secured on the cam shaft for rotation therewith and adapted to successively engage the pivoted bladesto thrust the laterally disposed lips outwardly through the slot in the periphery of the cylinder, and pivoted fenders arranged beneath the planes and disposed between the spaced propeller units.

4. In an aeroplane, a fuselage, and planes extending laterally therefrom, a series of propeller units arranged beneath the planes, each propeller unit including a manually rotatable eccentric cam shaft, a cylinder arranged for rotation on said cam shaft, the periphery of the cylinder being formed at spaced intervals with slots, a series of blades hinged at one end to the inner face of the periphery of the cylinder, laterally extending lips at the free ends of the blades for disposition'through the respective slots, means for normally urging the blades radially in an inward direction to maintain the laterally disposed lips within the cylinder, cam discs secured on the cam shaft for rotation therewith and adapted to successively engage the pivoted blades to thrust the laterally disposed lips outwardly through the slots in the periphery of the cylinder, and a lever extending laterally from the outer end of the cam shaft for actuating the same to dispose the cam discs into and out of engagement with the fpivoted blades.

In testimony whereo I aflix my signature.

DAVID LEO FAUROTE.

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