US1915297A - Airport - Google Patents

Description

H. F. CUNTZ June 27,- 1933.

AIRPORT Original Filed May 28, 1.928 3 Sheets-Sheet l INVENTOR Hermann E' Cam/z June 27, 1933. H F CUN-rz 1,915,297

AIRPORT Original Filed May 28, 1928 3 Sheets-Sheet 2 INVENTOR Hermann F'unzz H. F. CUNTZ June 27, 1933.

AIRPORT original Filed May 28, 1928 3 SheeiS-Sheet 3 f INVENT'OR Hezvf'ann f.' Carnz Patent June 27, 1933 iran STATES j i,915,z97

HERMANN F. CUNTZ, E NEW YORK, N. Y.

AIRPORT Appumn mea nay 2s, 192s, smal This invention relates to landing ields for aircraft, but more particularly to airports or terminals for the accommodation of the landing and leaving of airplanes, and their 6 accommodation for handlingtheir loads of goods or passengers, for more desirable ac-I -oommodation of planes when not in use but required to be accessible, for providing re. pair and overhaul' space for airplanes when not in use at the airport, protection of goods or passengers when alighting or embarking, for accessibility or 'passengers or freight delivery adjacent the most adaptable part lof the lying field for landing and hop-oil, and for various other purposes and for the advantages as will hereinafter more particularly appear.

. ln general, the aim is to provide an airport which will have a minimum or no border obstructions to interfere with the airplane as it climbsat the start when rising Y from the ground, and still to have hangar space readily accessible for the protection of airplanes when not in use, to have overhauling and shop facilities where planes can be readily handled but Without obstructing the flying fielde While broadly this involves under-field-levelr hangars and shops and passenger accommodations, in some forms ot the novel plans and arrangements mail planes may be loaded in quickest time by being adjacent trucks or trains with provision made for using their own power to rise to the level of the iield for the hop-od, 55 after passengers, mail, or other goods have been stowed under cover, and therefore the get-away is Without the necessity of passengers .or goods being handled in the open. ln some features or forms of the invention underground buildings become directly-accessible by under-held streets or roads or passagevvays, and a relatively small structure provides for the field surface requirements for the loading of the flying stock upon arrival and departure. In some forms it may be possible a central small station is the 'only surface projection above field-level with 'a clear field entirely surrounding it, or with the passenger handling facilities under the 0 landing field level, and thereby provides, un-

N0. 281,951. :Renewed :une 22,1932.

der certain conditions, the best approach and departure for flying stock in every direction of the compass to meet the conditions of Winds varying from every direction.

Coordinated with such facilities'providing a practically clear field throughout, I may ylay out adjunct facilities required about an airport, in Ways that limit the height of any such structures above the 'yingfield level, still providing entire accessibility to such additional buildings as the station, business oflices, hotels, restaurants, as Well as the shops or repair facilities, and the stations for supplies. L,

Among the various advantages that 'the coordina-ted 'layout provides are-the hopo of dying stock Without the'neoessity of climbing aboveany structures on the landing ield border, the accommodation of passengers entirely o" the field, or at least keeping all people oil' the eld until passengers are required to embark or after they have alighted, avoiding all trucking or other vehicles passing overthe iield level except When `p actually servicing planes in use, most accessible dclivery of supplies for all purposes at the field Without running over the field, the particular advantages with respect to the' drainage of the actual landing field' area, thereby assuring better maintenance of field surface under. all conditions of weather. l

Among the particular results achieved are safety in operations particularly atairports or terminals for commercial operations, safety for the fliers, economizing in space and. securing more permanency of good-field conditions, as well as other results which will be apparent from the disclosures in this specication.

rlfhc use of any or all of the inventions herein .set forth depends upon the particular site to be used for an airport or terminal. lselect, it possible, a suiliciently large area which in its natural condition has an average level above the land beyond the border of the landing field. ln some cases part of the required area at a natural elevation above i adjacent land, and l extend that land by decking over additionalcontiguous land so that the space for hangars, repair shops and the handling of road vehicles with goods or passengers, or trains, is below the decked portion. Such a combination of natural conditions to accommodate a layout or design of port is more economical, and particularly I aim to select such a site where the major portion of the landing area has a minimum of ,out and fill to bring it to the desired uniform level and smoothness and with a proper condition of soil for drainage and for permanency of surface. With this a minor area at one or more sides of the' lower level land provides for the decking to make the underground hangars and shops, etc., with aminimum of cut and fill.

The meteorological conditions at any particular site determine the compass position of equipment with respect to the landing field, and the preferable direction of runways and dock, or the major .and minor dimensions of the field. The underground or subhangar floor practically on the level of the road, and if possible fthe main road to be used, for trucking of supplies and goods for transportation and for servicing the machines for overhauling and repair, so that the personnel working in the sub-hangars and shops and all of their supplies at no time obstruct the actual landing field.

By having the field, or as much of it as possible above the level of adjacent land also prevents the visiting public from encroaching on the field to interfere with the operation of the airplanes. A lso fencing to eX- clude the masses, or control access to the port can thus be installed on land below the level, so that even the top of the `fencing is never above the field level.

0n the whole, for usual purposes these inventions are best embodied in layout and equipment of al site which is a natural plateau with a gradual sloping from fthe rim in all directions where the prevailing wind determines the direction o landing and hopoli. It possible the avoidance of any natural or artificial obstructions within less than a few thousand feet of the field adds to the advantageous layout for dying conditions. Besides the relative elevation of field and the border areas for sub-hangars and subshops, I select preferably an elevation with suitable draining soil that is always above any possible ood conditions in the locality, and thereby insure a condition of field for landing in spite of any storms or floods, at all times.

As airports become more numerous, and different ones are rovided for specific use for small .or for varge planes, conditions served b a small field area will sometimes permit th entirely by decking over an area usable for other purposes, and in such cases the sub-- hangars and shops arecreated as part of theV structure building to support the decking.

e creation of the landing'surface In an case, while elevators may be used to trans er the flying stock from the field to sub-hangar or shops, I prefer to provide ramps. Such ramps may be located on the margin of the field, and planes under their own power may be driven up the suitable grade provided. In other` cases it becomes more advantageous to have the field end of the ramp covered by vertically swinging door or cover which in its closed position is entirely flush with the adjacent landing field surface. Such ramp doors may open by swinging above thefield level, but I prefer to hinge them at the level of the field and open the access to the sub-hangars and shops by swing ing the ramp cover down so that i-n its depressed position it constitutes the ramp at the pro er incline, or at leastpart of the ramp. uitable arrangements for field visibility from the sub-hangar insures opening the ramp access only when no fiying craft would be interfered with o erating on the ield, and safety equipment o the ramp doors are provided to prevent accidental operation and at all times insure the conti uous level of the field, except when con itions are proper for the housing of the planes in the sub-hangars or feeding them on to the field.

As it will be understood that by far' the major part of the time fiying stock is inactive, and only a very small percentage of the time are the planes actually using the field, consequently the use of sub-hangars and sub-shops most advantageously accommodates the actual conditions of operations at an airport.

The accompanying drawings show various embodiments of my invention that have been made in the actual plans or layouts in several ports intended as major air terminals where trafc originates and stops, and which therefore require accommodations for storing, overhauling and repair of flying stock. rlhis is to be distinguished from air stations where planes mainlyland for re-fueling en route, and also entirely distinct 'from emergency landing fields.

Fig. I is a plan view of a portion or an airport.

Fig. II is a vertical section of Fig. I on the line `II-II.

Fig. III is a section on an enlarged scale with additional details, of the hub-hangar construction.

Fig. IV is a vertical section of an airplane dock combined with an underground station.

Fig. V is part section and part elevation showing coordinated control-buildin and quarters coordinated with dock and railroad station.

Fig. VI is a plan view of a central section of v: landing field with underground access roa Fig. VII is av section of Fig. VI, on line VII-VII.

Fig. VIII is a cross-section of the depressed road and deck, on line VIII-VIII of Fig VI, with height Slightly exaggerated.

Fi IX is 'a cross-section of Fig. VI, on line X-IX, with height of sub-terrain station exaggerated.

Fig. X is a cross-section of the underground and field connections in Fig. VI, on line X-X.

In Figs. I, II and III, the landing field area 1, may be level or slightly dipping in directions according to preferred practice and to suit the particular service `at the port, has a margin bordering a railroad 2 which is treated in the planning and construction to accommodate sub-surface hangars. That is, for the purpose of what I have named sub-hangars, meaning the arrangement for airplane dead storage, or for overhauling space below the surface of the landing field proper. v In this arrangement a deck 3 is contiguous with the surface of field area 1, so that planes may run to the extreme edge, thereby increasing the available field area in addition to the utility of the underground space. The deck has an abutment edge 4 and is supported by suitable columns 5 carrying girders 5. At

the field end of the underground storage space is a ramp or inclined plane 6, and for heavy planes certain of the ramps, as 61 may have a less steep angle,-in either case providing for quick transfer of planes from the landing field-1 to the fioor of the hangars or shops.

Such transfer would require only a few minutes, and when no transfer is being made tle opening for access to the ramp is covered by a door 7 pivoted at 8 with a counterweight 9, and suitable haul-down and elevating levers, or electric equipment provide for quick opening or closing. This door 7 forms a flush surface when closed with the adjacent area, and is trussed and constructed so as to withstand the weight of any fiying stock that may pass over it. Thus the access to the subhangars or shops in no way interferes or detracts from the available useful space for landing and hop-off of airplanes on the field.

In the particular construction shown in these figures, the available port area was adj acent a'railroad, and the tracks 2, or the plural tracks 2 were on an embankment, so that by excavating the material lto provide for-.the-

subha`ngars,.it supplied spill to bringthe adjacent field area up to the desired level of the deck over the hangars, and also to provide the field elevation such :that leaving and landing the airplane would clear the railroad embankment, which also embodied the underground electric feeders 2c, Athus adapting the construction to fit the particular situation with the elimination of all obstructions above landing field level.

It also provided for additional trackage 2d at a level below the fioor of the sub-hangar so that rail deliveries could be made on one level directly under the hangars for loading on to planes in the ha ars if desired, thus permitting the planes fully loaded and ready forA flight to mount ramps to field level and proceed Without delay or danger in stormy weather Where field loading or discharging would be more difficult. i

Thesub-hangars are provided. with skylights 10, Which being on a slight slope of the deck automatically clear themselves of dust or snow, etc. In the form shown in Fig. III, the street 11, adjacent the railroad embankment, affords street vehicle access for supplies or freight directly' to the sub-hangar without ever encroaching upon the landing field. In order that no ship may leave the sub-hangar, or that the ramp'door be opened when any plane is moving in that vicinity on the field surface, a periscope l2 is arranged adjacent the abutment or parapet, so that the mirror 13 will be protected from collision ofplanes,

and also providing a protection for Weather,

still permitting a reflected picture of the vicinity of the trap-door downward to a second mirror 14 and to a mirror or suitable screen 15V-,directly visible to the man standing in the hangar and manipulating the raising and lowering tackle of the door.

In the embodiment shown in Figs. IV and V, the landing field area 1 is continued by a deck 16 at the same level across a cut containing railroad tracks, and the incline to the level for access to the railroad trains is a curved ramp 17, contiguous with the surface is a ramp door 18, hinged at 19, flush with the surface of the field with counterweight 19a. The door 18 is trussed and constructed to providesupport for the area of the field it closes for any load likely to roll over it, and when open a railing 20 is automatically thrown up to prevent accident and to indicate that the ramp door -is open, or about to be opened. When it is closed the rail being collapsible on to the ground in suitable sockets to leave a flush surface, also throws abolt or a series of bolts 21 under the edge of the door in order to firmly support it flush with the adjacent field area.

In this 4arrangement a site was selected where two-way tracks were at different levels and both below the adjacent natural land level, and with this plan of arrangement of y elevation to exactly suit the existing trackage. One-way tra-ck 23 provides for the delivery of passengers or mail, registers with theplatform 24 so that the cargo, and particularlv mail need be handled only once,

namely, from train to plane. and under-cover and complete protection. The plane is then lloaded and'ready for flight, the ramp door peller will, if it proves necessary, serve to aid the climb up the ramp. i

Tracks 26-27 are for traic in the opposite direction from 23, and land at the lower level platform 27, with ramps 28-28 for passenger and freight handling to the platform 24, while ramp 29 leads to stairs 30 entering the ground oor ofthe passenger station, of 'which front steps 31 are shown forming the direct access to the dock 22. In-Fig. V, besides the detailed construction shownin Fig. IV, the passenger station or waiting-room 31 is a single story, and in particular is provided with a slightly domed roof, preferably with glass, wireglass if necessary, in order that the complete skyward vision is provided so that those awaitin arrival, or ready to depart in a plane, will ave a full View of the planes approach even though passing overhead, and willralso enable all occupants of the building to at all times observe the air tralc. A roadway 32 at a lower level gives access to a lower story of the station 31, and also gives access to the hotel, restaurant or oilice building 33 which is on a. still lower level, and in addition has access from' its lower swry to the road 34. Thus vehicular traffic on either of the roads is entirelyr` remote from the landing field area. The hotel or oilice building 33 can be made by this arrangement as large as desired with several stories, and still not in any way interfere with the flying operations, and its roof 33 is similar to roof 31'l of the station building and on the same level. This provides visibility in all weather when occupants of the restaurant or hotel cannot be outdoors on the terraces 33", 33, 33, which terraces are arranged for service in g'ood weather, and are constructed on the set-back arrangement in order that the greatest possible area be provided for skyward vision, thereby to meet the requirements of vthe new transportation,

namely, air'trailic visibility, notV alone for convemence, butin order that all concerned I with the operations at the port may at all times orient themselves with .respect to the going and coming of aircraft. This condition differs from the approach of railroad trains along a definite track, or vehicles along a refinite road, and therefore provision is made to at all times see the sky in all directions because lairplanes can approach the port from any direction of the compass.

Inrthe construction shown in Figs.l Vlto X. a road'35'under the level of the landing field has a deck 36 suitably surfaced to meet 1 the requirements of airplane landing. This road may e straig t or otherwise, but reaching a generally central oint n the field where a small surface station and control-buildin 37 is the onl protrusion above the level o the field. hisv station will be suitabl illuminated and mark the centre 'of the fiel so that at all times day or night planes can arrive in the wind and still be adjacent the control and receiving or departure depot. From this surface station or control building suitable stairs and elevators run to the lower level, namely, the level of the underground street 35. As shown, the street diverges around" the underground receiving station 38 with one-way parts of the street v35-35 affording convenient access to the lower. story of the underground station.

For expeditious and safe handling of mail or other goods, the underground street provides access also, when desired, toa ramp 39, with a ramp door 40 so arranged that transfer of mail, etc., from vroad vehicles can be made direct to a plane, and the planelthen closed and climb with its own ower on to the field surface, and hop-off, a r all loading or discharging has been done under cover and full protection.

As shown in the drawings, there are various details of construction that lend to the greater utility, safety and efficiency for conn trol operation and handling of traiiic at airports, than is the case in constructions of airports heretofore in use, or such as have been 1 suggested prior to my invention. The observation-control structure has a clear visibility across the eld for the obvious necessary purposes of the management of the port, but its domed roof, preferably in part or `whole of glass, assures desired protection, at the same time visibility in all directions, in addition to the visibillt of the occupants across the entire field. aking the roof or various roof portions e curved or sloping insures their shedding snow readily, and permits the use of devices such as wipers to insure clear visibility at all times; h'e same applies to the Vroofs and rotection .over the terraces, etc., on the statlons, with the stations preferably interconnected with the despatch building or thev dock Where passengers alight and embark.

The onl structures that extend above the ying liel level or the landin deck, are a minimum of obstructionto lig t operations and still provide the necessary signal and communication station with least possible obstruction, andvwith a generall Hush roof which is made ofy heavy constru ion, the oc# cupants of the building are well protected and still havedesired fvisiliility, and the minimum of liability 'of aircraft collision with field structure is secured by such construction and arrangement. Thus where the natural contour of topogpreferabl l extends across the field, and

lll

raphy permits the airportv has its landing area at a level, with only necessarily oneJ y effected below ground, that is below the level of the landing area, and in such case suitable means as elevators carry the plane to the hop-off' area, or, as shown, the plane may with its own power climb the surface by suitable inclined ways. vFor general housing of planes, when not in use, the incline may run pff the margin of the landing field, particuarl of t e incline or ramp is unnecessary.

Where the dock and control and traffic station are at one side of the landing area, the arrangement, in the case of suitable topography makes possible the approach byvehicles or even by railroads, not alone off the field but close to it accessible under cover directly to the field, while the adjacent structures and all their activities for passengers lor supplies or freight are conducted at a lower level, and thereby in no Way-obstruct a plane leaving the field even though delayed in its climb after leaving the margin.

Where the conditions permit, thev underground road across the field provides for accessibility at all times well' protected, and the handling of passengers and goods below field level, so that no one and no material need reach the aircraft operating area except the management personnel and material immediately after discharge or immediately before embarcation. With such construction all planes coming or going can land immediately adjacent the control station for every direction of wind, thereafter they can taxi to other parts of the field preferably near the border where the sub-hangars approach lon suitable signal from control station or pilot, opens the lcommunication to the underground storage space where suitabletackle or pilot control of the craft permits.

ready transfer to the lower level,-where after the entire field level area is contiguous without any obstruction to thel maximum extent of the area of the field.

Thus the embodiment of the invention makes possible an entirely free landing area with but a single observation structure if desired, that can be well in and even in the middle of the landing area, 'or near one side,-With all other equipment for housing and handling of planes, overhauling, etc.,

suitably provided for Without any obstruction to fiying.y With such relative levels there is also the greatest insurance for complete drainage of the landing area proper. Where masses are to be handled on special occasions even the fences may be on a depressed border so as not to constitute an obstacle to leaving or approaching planes, with suitable mass obin climateswhere weather protectionservation areas thoroughly protected at a suitable distance from anyportion of the field where regular fiying occurs. l

Different features of this port construction may be embodied in one or the other air terminals, or as sometimes called airdromes or ports, and many of them may be in the same design, the salient features which provide the particularly advantageous features for safety and efficiency for operation and maintenance of fiying stock fieets and regular schedule transport operations, are more particularly set forth in the claims.

While the particular embodiments herein shown and described may be varied greatly as to dimension, arrangement, combination, as well as coordinatiom-what I claim and desire to secure by Letters Patent is:

1. An airport comprising a substantially level area for aircraftoperations and a subhangar having its roof substantially at the level of the main field, and means for ready access from the field to the sub-hangar fioorl for the transfer of aircraft comprising a structural area normally flush with theairthe level of the field, hangar'shop and stor age space belowvthe level with ramp means for ready transfer of flying-stock from the field to the sub-storage space, and means to cover said ramp approach flush with the field area, and'road or trackage below the field level having direct accessibility to the storage space fioor and decking flush with the landing field area covering the roadway, sub-hangars and shops.

4. VIn an airport, a landing field at a predetermined elevation and having a generally level fiush area for landing and departure of airplanes, operations control and observation station rising labove the field level, goods or passenger station disposed slightly beyond the field area and having a lower story accessible from a roadbelow the field level and an upper story accessible directly from the field level with its roof substantially on the same level or below the level of the observation structure roof.

5. A landing field for aircraft comprising a` land area substantially level, and a contiguous flush area of deck and housing space below said deck to accommodate aircraft, access through said deck having an articulated closure to permit the entry or exit of aircraft from the underground space and alternately to close said exlt or entrance fiush with the landing field area. v

6.. In an airport, aircraft landing and leaving area at a predetermined elevation enerally level, goods or passenger accomm ation facilities construction below the landing area accessible by road transportation means under the level of and from the border of the landing area, means of access from said lower level structurevto the landing area level including a ramp and means for decking said ramp area flush with theA adjacent landing area. 1

7. An airport having its main aircraft landing and leaving area at one level, oods or passenger station structure dispose below the landing area level and a ramp for access therefrom to the landing area, and means for decking the ramp area flush with the landing area.

8. An Aalrport having a landing and leaving field area at a predetermined evel, goods and passenger handling accommodations structures below said level and means of access from the airportl border to the underlevel goods or passenger accommodating structures, said means o access being under the landing field level, a ramp interconnecting the sub-field level structure for access when desired to the landing area, and means for decking said' ramp area flushwith the adjacent landing and field surface.

9. An airport having aircraft landing and leaving surface generally level at a predetermined elevation, structures for accommodating traffic built directly under the level of the landing field surface, with means of access from the substructures to the field level field for aircra including a ramp, means for covering the area occupied by said ramp to form a deck flush with the adjacent surface of the field area when the ramp is not in use, and railing or like means bordering the ramp area articulated to protect the opening when the ramp is in use, and adapted to lie flush with the flying surface when the ramp area is decked.

10. An airport having its main aircraft operations field at one level, sub-level personnel Iand' service accommodations below the aircraft loading, a ram connecting the substructure with the air eld landing area surface comprising a counterbalanced structure Yhaving its upper surface fiat and adapted to level of the field, with means of access from the field level to the sub-surface accommodations including a ram and means for .decking the ramp area flus with the main operations field surface, and a periscope or like means accessible from the sub-surface quarters having a range of vision over the adja-I cent surface, whereby theoperation of the ramp connections may be controlled from below with a clear vision of the movement of aircraft Aon the adjacent surface level.

11. In an airport, a landing and lea t having a predetermin level, sub-level structures for the accommodation of air traflic activities preliminary to

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