US2390754A

US2390754A - Apparatus for handling airplanes

Info

Publication number: US2390754A
Application number: US446404A
Authority: US
Inventors: Jean P Valdene
Original assignee: DIANA GUEST
Current assignee: DIANA GUEST
Priority date: 1942-06-10
Filing date: 1942-06-10
Publication date: 1945-12-11
Anticipated expiration: 1962-12-11

Description

Dec, 11, 1945.

J. P. VALDENE APPARATUS FOR HANDLING AIRPLANES Filed June 10, 1942 8 Sheets-Sheet 1 IN V EN TOR.

JEAA/E VALOENE Ah ATTOE/VEVS Dec. 11, 1945. J. P. VALDENE I 2,390,754 APPARATUS FOR HANDLING AIRPLANES 7 Filed June 19; 1942 s Sheets-Sheet 2 1 VENTOR.

JEANPl/ALDEA/E.

M 04% W V A; ATTORNEYS.

Dec. 11, 1945.

Filed June 10, 1942 8 Sheets-Sheet 3 l I l..k.l.@

Dec. 11, 1945. J. P. VALDENE 2,390,754

APPARATUS FOR HANDLING AIRPLANES Filed June 10, 1942 B SheetS-Sheet 4 Q. A INVENTOR.

JEAN P LDE/VE.

' MATmRA/Ers Dec. 11, 1945. J. P. VALDENE APPARATUS FOR HANDLING AIRPLANES Filed June 10, 1942 8 Sheets-Sheet 5 INVENTOR. JEAN P VZILDENEI.

A1;- ATTORNEYS Dec. 11, 1945. J. P. VALDENE I APPARATUS FOR HANDLING AIRPLANES Filed June 10, 1942 8 Sheets-Shee'hfi Dec. 11, 1945. J. P. VALDENE APPARATUS FOR HANDLING AIRPLANES Filed June 10, 1942 8 Sheets-Sheet '7 INVENTOR. JEAN PVWLOENE.

'Awd' ATTORNEVJ.

Dec. 11, 1945. J VALDENE 2,390,754

APPARATUS FOR HANDLING AiRPLANES Filed June 10, 1942 8 Sheets-Sheet 8 INVENTOR' J-A/v P VILDE /VE W w /ITTORNEKS Patented Dec. 11, 1945 APPARATUS FOR HANDLING AIRPLANES Jean P. Valdene, New York, N. Y., assignor of fifty per cent to Diana Guest, New York, N. Y.

Application June 10, 1942, Serial No; 446,404

20 Claims.

This invention relates to apparatus for handling airplanes and, particularly, for landing reconnaissance-, bomb-carrying, mailand other airplanes on areas unsuited for ordinary landings including landings on ships.

Protection of freighters and other cargo and. supply vessels from submarine attack in war times is usually provided by destroyers or similar war vessels. Heretofore, it has been impractical or substantially impossible to provide protection for such vessels by means of airplanes carried on shipboard. Airplanes have been carried on some vessels and catapulted therefrom for convoy protection but this has not proved satisfactory. There is an urgent need for such airplane protection for reconnaissance and for bombing of submarines.

Although described as mounted on a vessel, the apparatus may be erected on land, instead of on a ships deck, for training purposes, or to provide a landing place on ground or structures unsuited for ordinary landings.

This invention provides a simple and practical solution of the above problem. In accordance with the invention, a freighter or other landing area is provided with a landing device which includes a track formed preferably of one or more cables, which may be supported over the side of a vessel, for instance, by suitable means, and a carriage having a device for attaching an airplane thereto. The carriage is mounted to travel alone and come to rest on the track with the airplane attached, and the track is spaced from the hull of the vessel at a sufi'icient distance to permit the airplane to attach itself to the carriage as indicated; The plane may be brought to rest by suitable brakes, operating on the plane or carriage.

Various further and more specific objects, features, advantages and uses of the invention will appear from the description given below taken with the accompanying drawings illustrating by way of example certain preferred forms of the invention. The invention consists in such novel features and combinations as may be shown and described in connection with the apparatus herein disclosed.

In the drawings,

Figure 1 is an elevation of a cargo vessel with the apparatus erected thereon;

Fig. 2 is a plan view corresponding to Fig. 1;

Fig. 3 is a transverse elevation partly in section taken approximately along the line 3-3 of Fig. 1;

Fig. 4 is an enlarged detailed view showing the means for locking the inverted V-shaped crossbar for holding the cable tracks;

' Fig. 5 is an enlarged plan view showing the carriage with an airplane attached beneath same;

Fig. 6 is an enlarged longitudinal sectional view, taken along the line 6-6 of Fig. 5, showing the carriage and frame to which the engaging cable is attached about to make contact with the airplane hook;

Figs. 7 and 'l--A are detailed views of braking mechanism on the carriage;

Fig. 8 is an enlarged fragmentary plan view of one corner of the forward end of the carriage showing the device for releasing the brakes on the. carriage;

Fig. 8'A is a detail view of the plate and cooking lever for automatically operating the carriage brake;

Fig. 9 is an enlarged transverse View taken on the line approximately 99 of Fig. 5 showing the cable trapeze and, in dotted lines, the position assumed by same upon engagement with the airplane hook;

Fig. 10 is a detailed view of the device for releasing the carriage so that the springs will drive it along the cable tracks;

Fig. 11 is a fragmentary view showing the mounting of the airplane hook immediately behind the cockpit and showing also the shock absorber attached to the supporting arm of the hook;

Figs. l2, l3 and 14 are detailed views of the hook;

Fig. 15 is a small scale view of the airplane with the hook mounted above the cockpit and approximately directly above the center of gravity of the plane;

Fig. 16 is an enlarged detailed view of the hook shown in Fig. 15;

Fig. 17 is a detailed view of the spring-held attachment of the upper jaw to the hook;

Fig. 18 is an enlarged detailed View of the airplane attached to the cable device on the carriage and with the hook attached to the braking cables;

Fig. 19 is a small scale view of the airplane showing the mechanism for automatically dropping the braking hook upon contact with the cable of the airplane hook;

Fig. 20' is a diagrammatic view showing the means for resetting the brake hook on the airplane;

Fig. 21 shows a modification of the device in which instead of two cable tracks, as shown in the preceding figures, a single track is employed; and

Fig. 22 is an enlarged view of the carriage shown in Fi 21.

Referring now specifically to the drawings, the numeral l designates a freighter; 2 designates a crane near the bow of the vessel, and 3 a crane near the stern of the vessel. Between these two cranes are stretched two

cables

4 and 5, constituting a cable track. Each crane is pivotally secured to the ships deck as by a trunnion 6 so that the arms of the cranes supporting the cables can-be swung out over the ships side when the landing device is=-in operation andmay be swung back over the deck when not in use. Each of the cranes, together with its connections to the cables, is substantially the same and a description of one will sufiice for both. The crane consists of twtr connected gooseneck booms! between which isa. catwalk for operatives to mount the crane, required. At the end of this arm is a crossbar 8 in the form of an inverted V supporting channel bars 8a, constituting termini for the. ends of

cables

4 and 5, which is pivotally mounted" on the gooseneck. boom members 1 and 9:. crossbar holds; the cables: 4 and. e in substantially parallel relation to one: another and. parallel substantially to the longitudinal axis of. the ship. Intermediate: the cranes 2i and 3 is: preferably mounted a small? intermediate. boom Ht holding: a. frame. lit about midway of the length of the cables. for keeping the cables 4' and a substantially parallel. The cables are, respectively, attached.- to. the extremities of the. invertedV-shaped arm 8 and on this cable track a. carriage t2 having a. device for attaching thereto an airplane ['3' in flight, which may be a reconnaissance plane, pursuit plane, or other type of airplane and may be provided. with bomb racks; I3a, is; mounted to travel and come to rest. The cable track and carriage are prefer ably over thewater and, accordingly, spaced from the hull: of the. vessel. They are sufiici'ently above. the water: to. permit. the airplane to maneuver' for landing; preferably between: the track and the water. To permit landing; ofcourse', the vesselispreferably headed into the wind and; continues: in motion inthat? direction until landing is accomplished. Each of the

cranes

2 and 3 has a device for advancing the gooseneck boom memher and its suspended cables over the ships side and retracting same as indicatedabove This device includes a piston rod I4 pivotally attached at l5 between the arms I of the crane 3 and at the other end to an air operated piston [6. Compressed air is admitted by a manually operated valve ll from an air source (not shown on either end of said' pistons E5, to. move. thecrane back and forth. To: prevent the crossbar 8 and; cable tracks from swinging about pivot 9, I provide a spring-held locking pin. Ila. which rests in a recess l'lb in the face of the housing of pivot pin 9 ('Fig. i). when in looking position and which. may be withdrawn by a cable l-Tc operated from the deck.

The carriage. [2: consists preferably of a light frame made of Duraluminor other light, strong alloy having two longitudinal frame members (see Fig; 5:) designated as l8 and I9, connected by a cross-bracing member 2'0. Each: Iongitudinal member ['3 and t9: is'provi'ded at each end with a pair of sheave rollers. A description of the pairs or rollers on one. arm. will sufiice for both. As shown in Fig. 6

sheave rollers

22 and 23 are mounted at the rear end of the carriage so that: the cable 4 passes therebetween. Similarly,

sheave rollers

24 and 25 are mounted. at the forward and of the carriage with the cables 4. and 5 passing therebetween.. These four sets of rollers on the frame members I8 and l 9 support the carriage and mount it so that it can travel along the cable tracks 4 and 5.

Associated with the carriage is a light frame 26 consisting, as here shown, of two

longitudinal members

21 and 23 connected by a single arch 29 (see Figs. 5, 6 and 9). This light frame supports a cable arm 30 to which the hook 3| of the airplane is attached upon landing. The light frameis mounted on

rollers

32, 32a, 33, and 33a, mounted atthe ends of each

ofilightframe members

27 and 28, respectively. Upon engagement of the hook of the plane with this cable, the light frame will roll freely along tracks 34, provided respectively on the longitudinal arms I8 and IQ of the carriage. under the motion given the light frame-by the. airplane after its engagement.

The cable 30 is in the form of a trapeze securely attached to arms 35, said arms being attached respectively through pivotal connections 36 to either end of the cross arch 29. Upon a downward force being applied to the trapeze including cable 30 as by the airplane. hook engaging; the cable 30;. the cable swing down. into. the; position shown. in dotted lines. on Fig. 9?; Arr arm 3.1 projects from each end; respectively of arch. 29 adjacent the. pivotal connection 36. This: arm carries.- a. swivel block through which a spring rod. 38 passes, having: a spring thereahout',v so that the cable: swings mm the: V position shown in Fig.9 against the pressure. or the: springs 3E and, upon release of the weight on this cable," it again: assumes the horizontal. form. Show inthe figure.

Preierably,.just prior'to engagementof the hook 3+ and cable 30, the; carriage k2 is set in motion by heavy springs 39 mounted on. the aft. cable ter minus: 8a; at. either side;- and at: the rear extremity of. the carriage. These springs; are compressed and the carriage is locked thereagainst by a; device described. below. A description ofone of thesespri-ngs will sufficefor both. Each spring is contained in a housing; 411. and is in contact with a plunger 4:1 on the end of a' driving rod 4 2. terminating' ina head 43 which abuts the forward end of the-carriage. [2. Upon release. of the carriage by a, mechanism. indicated below," these springs operate through the plunger and rodto drive. the carriageforward along thecable tracks athigh speed. As stated, the carriage is: set in motion. just prior? to: the contact of the airplane hook with the. cable 30. For'this purpose, asmall auxiliary' cable 44 is supported immediately in front of cable 30; As shown Figs. 9 and. 10, one end of the cable is fixed on a bracket 6-1 shown on the right of. Fig. 9 The other end of the. cable passes over a roller 4.5 mounted onlower end of left arm 35- to a block 4'6, slidably mounted on a vertical guide bracket 41- and held inelevated position bya. spring 48? securing: to block 46- and to a pin l9 at its upper end The. block 46: has a pin 5!) projecting therefrom which'contacts with arm 51 mounted in fixed pivotal relationship to a pawl-like arm 52 projecting into a slot .53 in the terminal housing 8a' and intocontact with a lug 53a. fixedon the under surface. at the carriage I22.

When the auxiliary cable contacts first the airplane hook, the cable moves: the' block 46 downwardly with the pin 50? contacting and depressing arm 5!, so that the end of the arm 5?. moves downward. out of engagement with. the lug 53a; tsee Fig; 6) thus releasing! the carriage; I2, whereby the spring 39? drives: the. carriage. rapidly forward. In order to move the driving rod 4'21 at greater speed, air is admitted: into housing 40 from a source (not shown) through the pipe. 40a, operating on the plunger Al: to move the driving rod forward in conjunction with the spring 39. Air exhausts freely from the housing 40 through the exit 402) mounted at the opposite end of the housing from the air inlet 40a. In order to return the springs 39 to their position under tension'so that they are ready to drive the carriage forward again, air may be admitted from the source mentioned into the housing 40 at the front end thereof through the pipe 54, thereby closing 40?) by a swinging gate valve 490 which opens a passage 40d through which air passes to act on the forward face of the piston 4i to drive it backwardly against the spring, whereupon the carriage I2 is moved into position and locked by the arm'52 of the lever.

'In accordance with the apparatus as described above, the trapeze, including the cable 39, is driven forward by the motion of the airplane immediately when engaged by the airplane hook and at a faster rate than that of the carriage. The trapeze travels approximately to the end of the carriage and on arrival there, the carriage will have been driven forward by the heavy springs so that the speed of the carriage is approaching that of the airplane. The speed of the airplane held on the light frame 26 will be checked as it approaches the forward end of the carriage by means of a buffer 55 striking against a springheld bumper 56 (see Fig. 6).

As the light frame approaches the forward end of the carriage, a plate 51 on the frame having an inclined face 58contacts with a depending pivoted cocking lever 59 mounted on a shaft 69 on the longitudinal member l8 for automatically setting the brakes on the carriage. The brake operating mechanism, as here shown, is mounted in a housing attached to the longitudinal member iii of the carriage and the brakes are of the wellknown internal expanding type, one such brake being mounted on each of the brake drums, respectively, on the shafts of

rollers

22 and 24.

Any well-known method may be used to apply the brakes in the carriage slowly. The following construction may be employed. With the brakes in off position, the lever 59 is vertical (see Fig. 7-A). When struck by the plate 51, it moves to the right and rotates the pivot shaft 60 to move the arm Bi to the right against heavy spring 6 la. This arm is pivotally attached at iii!) to a connection with the dash-pot Bic. Extending forwardly from pivot 6 lb is a hook Bid which moves forward to engage a pin 52 which is attached to a lever 63 which is connected by an arm 64 to oper ate the brake 65 in a well-known manner. Similarly, through lever 56 brake 6'! is operated by lever 63. The brake is applied slowly since the lever 53 moves slowly to the left in Fig. 7 under the action of the heavy spring Gia. which moves the arm 6! whose motion is controlled by the dash-pot Sic. When the parts are in the position of Fig. 7, the brakes are set. To release the brakes from the set position after the carriage has come to rest, anywell-known mechanism may be employed. As shown in Figs. '1 and 8, there is provided a device to lift the hook Bid to disengage pin 62, whereupon the lever 63 is returned to the right in Fig. 7 by light spring 68, thereby releasing the brakes. In order to lift the hook iiid, there is provided a bellcrank lever 63a pivotally attached to rod 68?) holding an adjusting nut 680, which contacts with the hook Bid to lift same when the lever is moved to the right in Fig. '7. This lever is moved to the right by means of bellcrank lever 69, which moves the lever by manually operated means, shown in Fig. 8, comprising a cable 10 passing over a roller Ii to a point on the deck. An operator standing on the deck pulls this cable to move the lever 69 in a sweeping motion to move the lever 63 to the right. In Fig. 8 is also shown a device for locking the carriage i2 in forward position. This consists of a locking lever 12 having one end resting in a slot 13 in the carriage when in locked position. The lever is held in this position by a spring 14. In order to move the lever 12 out of locking position, a releasing cable 14a is provided which passes over the roller 1| to the deck and may be manually operated therefrom. I

In addition to or in place of the brakes on the carriage, I employ the usual wing-flaps i5 and spoilers 16 of well-known construction on the plane. In addition to or in place of other brakes on the carriage, I may also employ a braking hook as described below. It will also be noted that the

cables

4 and 5 sag between the crossbars at either end. When the carriage reaches the upgrade on the cable, this will exert a braking action and, if desired, the upward incline of the cable at this point can be increased for increased braking.

The airplane, as stated above, is provided with an engaging hook 3|, shown more particularly in Figs. 11-17. This hook is mounted on a pivot 11 mounted on the fuselage, as shown in Fig. 11, aft of the cockpit I8. When the hook is in position to engage, it is substantially vertical and can be rotated to horizontal position as shown in dotted lines in Fig. 11 when not in use. It consists of an upright column 19, preferably of tubular metal, curved at about at its upper extremity to form a forwardly projecting arm 80. This arm has a recess 8| for engaging the cable 30 of the trapeze. Spaced below this arm at about one-third of the length of the column is a second forwardly projecting arm 82, also provided with a recess 83 for engaging the cable 30. Between the two

arms

89 and 82 are

jaw members

84 and 85, pivotally mounted, respectively, at 86 and 81 and spring held by springs 81a to rest in the position shown in Fig. 11 so that the jaws are closed, thus preventing the cable from slipping out of the hook'after engagement. Similarly, another jaw member 88 is pivotally mounted at B1, hanging downwardly from arm 82 for a similar purpose. The positioning of the arm is such that if the airplane comes in so that the upper arm is about opposite the cable 30 of the trapeze, the trapeze will engage the recess in that arm, or, if the airplane comes in slightly higher so that the lower arm is opposite the trapeze, it will engage the lower arm.

The column 19 is constructed as shown in Fig. 12 of steel tubing, to which is attached a rubber and metal impact and reinforce strip 1941, along the surface opposite the

jaws

84 and 85, so that when the cable 30 enters the jaws, it will strike this reinforce strip 19a to somewhat break the shock on the hook 3i. The column 19 is provided with a shock absorber consisting of a rod 89 pivotally attached to the column at one end and to a plunger 90 attached to the opposite end of the rod and operating against a spring 9| operating in a cylinder 92, to which air is ad mitted from a pressure tank 93. The spring and air pressure act to absorb the shock of the impact of the cable with the hook 3 i If the pilot of the airplane desires to lower the hook, this may be manually accomplished by means of a lever 94 operating through cables 95 to draw a valve 96 in the air line 91, whereby air is admitted above the piston 90 to lower the hook 3| to the dotted position shown in Fig. 11.

Instead of mounting the hook immediately aft of the cockpit, as shown, it may be mounted immediately above the center of gravity of the airplane over the cockpit, as shown in Figs. 15 and 16. As there shown, the hook is substantially the same as in Fig. 11, except that its lower end is forked at 98- providing two arms, each of which is attached to the fuselage on either side of the cockpit.

As shown in Fig. 19, the hook 3! has a short arm 99 projecting below its pivotal connection. When the hook 3| is moved rearwardly about the pivot 11 on impact with the cable 3! this arm moves a lever I which in turn pulls a cable I 02 which is attached to, the spring-held brake hook lock I031). The brake hook :83 is held in position slightly below and in the rear of the center of gravity of the airplane and by the lock i031 When this look is released, the hook is thrown downwardly by spring "33a. approximately in the position shown in dotted lines in Fig. 19 and in this position the hookis ready to engage the braking cable I04 (see Fig; 18) The braking cable is held in a boom I05 which is supported from the ships side. This cable is held by a retarding mechanism (not shown) located on the ship. .Cable E84 passes over several rollers inside the boom and through a pipe Hit mounted at right angles to the end of the boom; then across to another pipe H31 similarly mounted with respect to the boom and spaced inwardly from pipe Hit. The cable then returns through the boom to the retarding device.

The brake hook IE3 is released almost immediately upon the engagement of the airplane hook 3i and descends below the airplane to grasp the cable Hi4. When the hook engages this cable,

-the cable is played out against the resistance of the retarding device and the airplane and carriage come to rest onthe cable tracks.

After the airplane has come to rest, the airplane hook may be engaged by a ship's derrick I08, as shown in Fig. 3. The jaws can be manually opened, the brake hook released, and the airplane swung onto the deck of the ship ready to be catapulted from the ship thereafter as required.

Upon removal of the plane to the deck, the carriage may be moved aft. and locked in its starting position by means of a rope operated by a Windlass or by other convenient means.

In Fig. 20 is shown a diagrammatic means for resetting the braking hook I03 operated by the pilot. This includes a reel I09 mounted in the cockpit for winding up a cable "19a and raising the lever HJZa, whereby the brake hook is raised tothe position shown in Fig. 19. The cable H9 is held in a loop by a light elastic member [9% to allow the cable to pay out quickly in a wellknown manner, when the hook is forced down by the spring I03'a.

In Figs. 21 and 22a modification is shown in which instead of two cables, 2. single cable track H9 is employed. It is supported as indicated by

cranes

2 and 3 at either end of the ship. A carriage consisting of a single longitudinal member I I I mounted on sheaves at either end, similarly to that heretofore described, is employed. Instead of the cable 30, a rigid bar I I2 is here employed, as the device for engaging the hook 36 on the airplane. On impact of the hook with the arm,

the auxiliary cable 44 is tripped, as heretofore described, which releases the carriage in a similar manner to that mentioned above and the head H3 contacting with the forward end of the carriage is driven by spring and air pressure operating in a housing supported by the crane 3. The spring and air pressure projects the carriage forward in a manner similar to that described above.

What I claim is: 1

1. In an apparatus .for handling airplanes, in combination, a track having two substantially parallel horizontal cables in spaced relationand a carriage having a trapeze device for suspending said airplane in flight therebelow, mounted to travelalong and come to rest on said track with said airplane suspended from said trapeze, said carriage including a frame spanning said cables and longitudinally and. laterally supported thereby so that swinging of the carriage sideways or tilting front and back is substantially prevented.

2. In an apparatus for handling airplanes, in combination, a track having two substantially parallel horizontal cables in spaced relation, a carriage having a trapeze device for suspending said airplane in flight therebelow, mounted to travel along said track withsaid airplane suspended from said carriage, and a spring for setting the carriage in motion upon attachment of the airplane to said device.

3. In an apparatus for handling airplanes, in combination, a track, a carriage including a frame, rollers mounted on said frame and resting on said track, said carriage having a trapeze for attaching said airplane in flight thereto and arranged to roll along and come to rest on said tracks supported by said rollers, with said airplane attached, a spring and. air means to force the carriage along the track at a speed approximately that of the airplane, and a device attached to said carriage for setting said means in operation by and upon contact of the airplanctherewith.

4. In an apparatus for handling airplanes, in combination, a track, a carriage having a trapeze for attaching said airplane in flight thereto, mounted to travel along said track with said airplane attached, means for setting said carriage in motion independently of any motion given thereto by attachment of said airplane, and a device attached to said, carriage for setting said means in operation by and upon contact of the airplane therewith.

5. In an apparatus for handling airplanes, in combination, a, track, a carriage having a device for attaching said airplane in flight thereto, mounted to travel along said track with said airplane attached, said device including a -light frame, anarm depending therefrom, a member on said airplane for engaging said said frame being mounted to roll freely along said carriage under the motion given said frame by the airplane af-ter engagement with said arm, means to set said carriage in motion independently of the motion given the carriage by the moving airplane and a device attached to saidcarriage for setting said means in operation upon contact of the airplane therewith.

6. In an apparatus for handling airplanes, in combination, a track and a carriage having a device for attaching said airplane in flight thereto, mounted to travel along said track with said airplane attached, said device including a frame, a cable arm depending therefrom, a member on said airplane for engaging said cable arm, said frame being mounted to roll freely along said carriage under the motion given said frame by the airplane after engagement with said cable arm, means to set said carriage in motion independently of the motion given the carriage by the moving airplane and a device attached to said carriage for setting said means in operation upon contact of the airplane therewith.

'7. In an apparatus for handling airplanes in flight, in combination, a track having two horizontal cables in spaced relation, a carriage including a frame spanning said cable tracks, rollers mounted on said carriage and engaging said cable tracks to roll thereon, said carriage having a trapeze for engaging said airplane, said airplane having a support engaging said arm and spring means mounted adjacent one end of the cable tracks for impelling the carriage along the tracks, said means being controlled by engagement of the arm and airplane 8. In an apparatus for handling airplanes in flight, in combination, a track having two horizontal cables in spaced relation, a carriage including a frame spanning said cable track, rollers mounted on said carriage and engaging said cable track to roll thereon, said frame having an arm for engaging said airplane, said airplane having a support engaging said arm and combined air pressure and spring means mounted adjacent one end of the cable track for impelling the carriage along the tracks, said means being controlled by engagement of the arm and airplane, said means including springs and an auxiliary cable attached to a lever holding said carriage against motion by said springs, said auxily cable being positioned near said arm and adapted to be moved by said airplane support just prior to engagement of said support with said arm to move said lever out of its holding position, whereby said springs drive said carriage along said cable track.

9. In an apparatus for handling airplanes, in combination, a track, a landing hook on said airplane, and a carriage mounted to travel along said track, an arm attached to said carriage, said arm being adapted to engage said hook while the airplaneis in flight so that said airplane upon engagement moves with said carriage along said track under the motion of the airplane, means to set said carriage in motion independently of the motion given the carriage by the moving airplane, and an auxiliary trip carried by said carriage operated by said hook prior to engagement with said arm to actuate said last-mentioned means.

10. In an apparatus for handling airplanes, in combination, a track, an airplane provided with a hook attached to the fuselage and a carriage mounted to travel along said track, a cable attached to said carriage, said cable being adapted to engage said hook in flight so that said airplane upon engagement moves with said carriage along said track under the motion of the airplane, a braking hook supported by the plane in retracted position, a braking cable arranged below the track, and means for automatically releasing said braking hook in response to engagement of said airplane with the cable on said carriage whereby said hook is lowered into engagement with said braking cable to brake the motion of said carriage and airplane along said track.

11. In an apparatus for handling airplanes in flight, in combination, a track, a carriage having a cable for attaching said airplane thereto mounted to travel along said track with said airplane attached, an auxiliary light frame on said carriage to which said cable is attached and which travels along said carriage with the airplane attached, and automatic braking means to brake the motion of said carriage and airplane along said track, actuated by movement of said light frame.

12. In an apparatus for handling airplanes in flight, in combination, a suspended track, a carriage mounted to travel along said track having a device for engaging said airplane, an airplane having an arm for contacting with said device, a braking hook supported by the plane in retracted position, a braking cable arranged below the track, and means for automatically releasing said braking hook in response to engagement of said airplane with the device on said carriage whereby said hook is lowered into engagement with said braking cable to brake the motion of said carriage and airplane along said track.

13. In an apparatus for handling airplanes, in combination, a track, a carriage having a device for attaching said airplane thereto mounted to travel along said track with said airplaneattached, a braking hook supported-by saidairplane, a braking cable arranged below the-line of flight for landing, and means for automatically releasing said braking hook in response to engagement of said airplane with the device on said carriage whereby said hook is lowered into engagement with said braking cable to brake the motion of said carriage and airplane along said track.

14. In an apparatus for handling airplanes on vessels, in combination, a cable track, a carriage including a light frame spanning said cable track, rollers mounted on said carriage and engaging said cable track to roll thereon, said carriage having a trapeze for engaging said airplane, said airplane having a support engaging said trapeze, spring means mounted adjacent one end of the cable track for impelling the carriage along the track, said means being controlled by engagement of the trapeze and airplane, and means to set said spring means in position to move said carriage forward again after the carriage is returned to its initial position.

15. In an apparatus for handling airplanes, a track, a carriage having a trapeze device for suspending an airplane in flight therebelow, said carriage including a frame extending longitudinally with respect to the track and supported at longitudinally spaced intervals on the track to permit motion therealong and a braking hook supported by the plane arranged to contact with a braking cable secured in the landing area.

16. In an apparatus for handling airplanes, a track, a carriage having a frame extending longitudinally with respect to the track and held in place on the track to permit motion therealong, and an auxiliary frame mounted to roll longitudinally on said carriage having a cable thereon for suspending an airplane.

1'7. In an apparatus for handling airplanes, a track, a. carriage having a trapeze device for suspending an airplane in flight therebelow, said carriage including a frame extending longitudinally with respect to the track and held in place on the track to permit motion therealong, a braking hook supported by said airplane in retracted position, a braking cable arranged below the track, and means for releasing said braking hook in response to engagement of an airplane with said trapeze to permit said braking hook to come in contact with said braking cable.

18. In an apparatus for handling airplanes in flight, in combination, a track, a carriage having a cable for attaching said airplane thereto mounted to travel along said track with said airplane attached, an auxiliary light frame on said carriage to which said cable is attached and which travels along said carriage with the'airplane attached, automatic braking means to brake the motion of said carriage and airplane along said track, actuated by movement of said light frame, a braking hook supported by said airplane in retracted position, a braking cable arranged below the track, and means for releasing said braking hook in response to engagement of an airplanewith said. trapeze to permit said braking hook to come in contact with said braking cable.

19. In an apparatus for handling airplanes in flight, in combination, a track, a carriage having a cable for attaching said airplane thereto mounted to travel along said track with said airplane attaohed, an auxiliary light frame on said carriage to which said cable is attached and which travels along said carriage with the airplane attached; automatic braking means to brake the motion of said carriage and airplane along said track, actuated by movement of said light frame,

a braking hook-supported by said airplanein retracted, position, a braking cable arranged below the track, means for releasing said braking pendently of any motion given thereto bya-t tachment of said airplane.

20. In an apparatus for handling airplanes, a track, a carriage having a trapeze device for suspending an airplane in flight therebelow, said carriage including a frame extending longitudinally with respect to the track and held. in plane on the track to permit motion therealong, a braking hook supported by said airplane inretracted position, a braking cable arranged below the track, means for releasing said braking hook in response to engagement of an airplane with said trapeze to permit said braking hook to come in contact with said braking cable, and a brake on said carriage operated by movement of said frame longitudinally of said carriage.

' JEAN P. VALDENE.