US1879547A

US1879547A - Seaplane

Info

Publication number: US1879547A
Application number: US465402A
Authority: US
Inventors: Harry H Semmes
Original assignee: Bendix Aviation Corp
Current assignee: Bendix Aviation Corp
Priority date: 1930-07-02
Filing date: 1930-07-02
Publication date: 1932-09-27
Anticipated expiration: 1949-09-27

Description

S EAPLANE Filed July 2. 1930 B14/window lill Patented Sept. 27, 1,932v

UNITED .STATES PATENT OFFICE HAR-RY H. SEHKEB, OF CHEVY CHASE, IABYLAND, ASSIGNOR TO BENDIX AVIATION CORPORATION, DI' SOUTH BEND, INDIANA, A CORPORATION 0l' DELAWARE snarmum application mea my a, isao. semi no; mam.

This invention relates to seaplanes and moreparticularly to arresting means for seaJ planes.

The seaplanes and flying boats as now em'- ployed involve certain inherentl disadvan tages, particularly in respect to the ability to maneuver, or taxi, and to retard speed within a relatively short distance.

An object of the present invention is to generally improve the taxiing characteristics of seaplanes and fiying boats.

Another object is to provide a seaplane which may be arrested or retarded while moving upon the water within a relatively short distance.

A further object is to provide a novel type of arresting mechanism for seaplanes.

Yet another object is to .compensate for the sluggish turning movements of single screw seaplanes.

A further. object is to provide a water brake for seap'lanes.

Yet another object is to provide a novel type of steering means for seaplanes and flying boats.

With these and other equally important objects in view the invention comprehends the conceptvof providing a seaplane or flying boat with independently operable members which are adapted to increase the resistance between the float member and the water so as to retard the speed of the float. Preferably the retarding mechanisms are laterally spaced and independently operated so as to eect turning movements of the plane independently of the usual air rudder.

ln order to more clearly explain the invention a physical embodiment of it is disclosed in the accompanying drawing, in which Figure 1 is an elevation of a seaplane of the double pontoon type;

Figure 2 is a partial front elevation of the device shown in Figure 1; and

Figure 3 is an enlarged detail of the arresting means and operating mechanisms. y

As shown in the drawing the invention is applicable to either seaplanes or flying boats. As shown in the drawing the invention may be embodied in a seaplane 'having the usual elements of structure including the fuselage 1, sustenation surfaces 2 and empenna or pontoons 4. These may be of any suitable structure and are preferably of the hollow V-bow type to give a good cruising bow and good freeboard. The pontoons are .shown with one step 5, but of course it will be understood that any number of steps may be employed.

'The pontoons are attached to the fuselage either directly or through the intermediacy of sustaining or lifting surfaces, as when the' invention is applied to a biplane. This attaching mechanism may comprise the pontoon struts 6, 7 and 8. These are shown in conventional form but it will be understood that they typify any desired type of attaching structure which is adapted to insure against hogging and sagging effects. Likewise interfloa't struts may be employed to minimize racking effect. As will appear more fully hereinafter it is preferable to provide additional bracing means between the floats and the fuselage so as to neutralize or take up the torsional stresses resulting from the application of the water brake on one side onlv of the longitudinal axis of the plane.

l When the invention is applied to a twin oat or pontoon type of cra-ft each pontoon may be provided with a water brake 9. As shown, this may comprise essentially -a vertically movable element which is adapted either to be moved upwardly in the inopera tive position and out of contact with the water or to be depressed into the water to present a relatively large contact area and to thereby increase the resistance to movement of the pontoon through the water.

The pontoon is suitably constructed and is rigidified at the points adjacent the water brake. The pontoon itself may be and preferably is constructed of a light weight alloy of low corrodibility and high tensile strength such, for example, as the alloy dural. Adjacent the water brake 9 the pontoon may be provided with the lateral framing mem ers or ribs 10, 11, 12, and 13. Associated with 3.` .Associated with the plane are the twin oats these ribs and preferably attached to them are the longitudinal members 14 and 15 which function as a housingor well for the water brake and also as thrust-taking members. By extending these vertically thrpughout the depth of the float the thrusts incident to the retarding operation are widely distributed. Positioned on any convenient part of the pontoon and preferably adjacent the well is a lug 16. Upon this is pivoted a bell crank lever 17, which latter is pivotally connected through the 'connecting rod 18 to the water brake 9. Each bell crank, and hence each water brake is connected through suitable linkage illustrated by thecable 19 and pulleys 20 to the operating lever 21. The bell crank and cable have been described as merely typical of any type of mechanism whereby the water brake may be immersed in the water, to subserve its arresting or braking function, and to raise the water brake into its inoperative position. Preferably and, as shown in Figure 3, the brake 9 is positioned adjacent the step section 12 of the pontoon so as to accentuate the retarding effect of the brake 9 by the vacuum effect caused by increasing the depth of the step.

As shown in ldigure 1, the water brake is p-referably positioned substantially to the rear of the center of gravity of the machine so as to obviate any dangers of nosing over when the brake is applied.

The device described is adapted tosubserve a number of useful functions. It will be appreciated that if the two brakes 9 are applied simultaneously the increased resistance to movement of the pontoons through the water will quickly and effectively retard the speed of the plane. In this circumstance the mechanism acts as a water brake. ,The device is also particularly useful for maneuvering or taXiing. As is known single screw flying boats or seaplanes generally turn rather easily in one direction but badly in the opposite direction, due to the slip stream effects.

Furthermore it is also known that twin floats are much more difficult to maneuver than the single hull type. The present improvement preciated that if one only of the water brakes 9 are operated the pontoon on that side of the plane will be considerably retarded in speed and the entire plane will tend to turn on that pontoon as an axis. This operation is quite comparable to the operation of the independently operated wheel brakes on an airplane when used for steering purposes.

By placing the brakes in the rear of the center of gravity the speed of the craft may be retarded without danger and in fact with increased'safety for since the brakes are positioned rearwardly of the center of gravity their application will tend to cause the plane to settle at the stern and to elevate at the bow.

As noted hereinbefore the invention is equally applicable to flying boats of the eentral hull type. In applying the invention to such ships. it is necessary only to mount the Iwaltler brakes`9 on the opposite sides of the It will, of course, be understood that the particular type of brake and the mechanism therefor may be widely varied both as-to structure and mode of operation. That shown and described is given merely as typifying anytype of mechanism in which water brakes are positioned on opposite sides of the longitudinal axis of the plane and which are adapted to be either simultaneously or independently operated so as to subserve not only arresting functions but also steering functions. As noted above these brakes may be used independently of the air rudder or conjointly therewith. One. of the brakes may be employed to compensate for the sluggish `turning in one direction of a single screw ship. It will be appreciated that when it is intended to operate the brakes independently it is advisable to provide additional bracing between the pontoons and the fuselage so as to compensate for the different relative speeds of the pontoons and the torsional stresses thereby set up. Preferably this bracing may be of any desired type adapted or conformed to the particular structure of the ship in which the invention is to be employed.

While a practical example has been shown and described it is to be understood that this typifies any type of mechanism which embodies the broad concept herein disclosed, which concept is conceived to reside in the idea of providing independently operable water brakes so as to not only decrease the speed of the craft when maneuvering on water also to provide for increased dirigibility.

I claim:

1. In a seaplane pontoon having a step, a well incorporated with the structure of said step, and a water brake' retractable within said well to lie wholly within the surface of the pontoon.

2. In a seaplane pontoon having a vertical surface below the water level, a water brake extensible from said pontoon to form substantially a continuation of said surface.

In testimony whereof he affiXes his signature.

HARRY H. SEMMES.