US978732A - Flying-machine. - Google Patents

Description

W. W. GIBSON. FLYING MAOHINE.

APPLICATION I"ILED MAB.. 11, 1910.

' Panam-ea- De. 13, 1910.

2 SHEETS-SHEET 1.

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WIT/VFSSES:

w. w. GIBSON.

FLYING MACHINE. APPLICATION FILED MALll, 1910. l Y

` Patented Deo. 13, 1910;

2 MEETS-SHEET 2.

WITNESSES:

I entran -s'rnfrns PATENT onirica. l

'WLLIAM VALLACE GIBSON, OF VICTORLA, BBlTISI-I COLUMBIA, CANADA, ASSIGNOR 0F ONE-HALF T0 DAVID V7. HANBUPVY, OF VICTORIA, BRITISH COLUMBIA, CANADA.

FLYING-MACHINE.

armee.

Specification of Letters Patent.

Patented Dec. 13, 1910.

application filed. March 11, 1910. Serial N o. 548,631.

To all whom it' may concern:

f angle the ascent or descentot the machine Be it known that. l, Wmmnr iVALLicn l is controlled in a manner that will be ex- Gisor, citizen ot the Dominion of Canada, residing at Victoria, in the Province of British (kilnmbia, Canada, hare invented a new and eselul lillying-Machine, ol which the following is a speci lication.

This invention relates to a flying machine or aeroplane particularly designed to confer advantages in stability and in simplicity ot Structure in machines of this class.

The machine embodies an important novel feature of design in the use oii Yanes which are lengthwise extended in the line of flight indist-inction to the customary practice ot lateral extension across that line. This longitudinal extension of the vanos not only -vanes Jior that lpurpose thus materially sun* 'plifying the structure of the machine, A further advantage of this forni of vane is 'that the air currents to and from the propellers which are in the iniddle line and under the varies act upon the vanos throughn ont their length, and tend to maintain the stability of the machine and the directness of its flight. llhere is also the obvious advantage that the longitudinal. vanos otl'er less resistance to the air in the direction ot light and can there ire sustain the flightot a machine with less horsepower of engine or enable a higher speed to be attained with the saine horsepower. In applying this principle of longitudinally disposed vanes l have found that the best results i-n stability are attained by the adoption of two struetnrally separate varies one projecting tor ward and the other backward from the cene tral iframe within which is the engine and these forwardly and backwardly directed varies are angled upward from the middle 'line toward the edges and have their greatsatisfactory. The angle ot the backwardly projected rane is definitely iixed in the structure, but. that of the forward one is variable within set vlimits and by the variation of the plaincd.

` The invention is particularly described in the following specification, reference heilig made to the drawings by which it is accompanied, in which:

Figure l is a vertical longitudinal section through the middle line oi the machine, Fig. Q, a plan, Fig. 3, a cross section on the line A it in Figs. l and E?, taken in direction of the arrow A, il, a cross section at B B in lfig; l taken in the direction of the arrow B, and 5 and 6, cross section and side elevation of the vane frame showing the con- .struction of cross which carries the truss Wires, Fig. 7, represents the line of descent ofthe aeroplane when falling ree.

The main central frame within rwhich the engine 2 is secured isy preferably constructed of two forward uprights 3 and after uprights Ll, the forward uprights 3' extending above the height of the after ones to forni a mast or strut to receive the truss'wires which brace ,the forward and after vane trames in their attaclnnent to the central traine. From the upper end of 4: and between each pair of uprights 3 and 4f a horizontal traine niember 5 extends, and between the lower ends of 3 and l is a bottom member 6 which, with the member tl to 'which the engine is secured, forni the central traine. Extending forward' and backward from the upper-horizontal member 5 ot this central frame and in direct alineinent with it, are the inidmembers 7 and 8 ot the forward and after vanos. llhese inidineinbers 7 and 8 are stayed and braced by high carbon steel wires l2 which pass from each end and from intermediate positions, throughthe ends Ofcrosscs formed of thin flat steel springs l1 secured to light metal hubs l0 through which the members and 8 pass, the flexibility of the members 'll being lengthwise toward the ends ot' the vanes.

From the approxiinateinid-length of each member 7 and 8v steelwires 13 extend to the top of the uprights 3 a nd downward under 3 and l also, see Fig. 2, to the ends oi' a meinber l5 secured'across the horizontal member 5 and extending laterally on each side therefrom. 'By these wires 13 the vane fra-nies are etl'etztually braced vertically and laterally to the central frame or' the machine. y this manner of trussing, a strong elastic ien ` vane iraine is furnished for the support of the taliric which is stretched over it.

.\t the middength of the rear vane two stretcliers lo are secured lo the mid frame 8 and are maintained at a fixed angle by a cross brace i7, and from the ends of the central nleinlier a steel wire i8 is stretched over the ends of iti forming an elongated diamond shaped traine over which the iahric lllis stretched to forni the vanes, the fabric passing under the bottom Wire l2 which trusses this vane. Between 12 and i8 the fabric is not supported, so that When sustaining the machine in the air it assumes a curve as shown in Figs. 8 and 4, forming soinenf'hat of a keel which is considered to.

increase the stability o' the machine and maintain the direetness of its flight. The fabric of the forward vane is supported in a similar manner hut the members 2G which keep it stretched, they are required to be adjustable in. their angular relation to one another, are supported by struts 21 pivotally connected to 2() toward their outer ends, and to a slide block 32 which is vertically inevahle between uprights secured and stayed to the vane frame 7. The slide block 22 is raised and lowered to lessen and enlarge the angle of this forward Vane by a light truesed lever 25 which is fulcrurned at 24: and pivotally connected to the slide block 22. The slide block 22 is lifted hy the lever 25 against the re: stance of springs 26 secured between the ends of 2O and those of 21,Which springs thus maintain the stretchers of the vane in the spread'position the object of which is that while soaring the pressure on the blades does not come on the arm of the aviator unless he desires to change his elevation.

The handle end of the lever reaches adjacent `to the seat 30 of the aviator which is shown in the drawings as in the ,upper for 'ard part 'of the central iti-aine hut :may he moved to a more convenient position.

A triangular rudder 31 is pivoted to a rudder post 32 projecting upward from the rear end of the hack vane member 8, lines 32% being carried from the tiller. 554i to a position so that it. can he operated by the feet of the aviator.

A pair of Wheels provided with springs are placed immediately under the central frame to sustain the weight of the engine and a springA Wheel 3G is under the extreme outer end of the rear Vvane so that the inachine, when on the ground, isr supported 'in an angled position ready' for ascent shown in Figi hy the ground line.

An engine 2 el' approved design secured within the central lranie, on the forward and alter end of the drivin, halt of which a propeller Il? is secured. the crank shaft passing` throne-h between the pairs oi i nprigllts l and l. 'lhe currcntfof air to and evefzsa :from the propellers will thus act upon^=tne under side of the vanes.

l do not desire. to he confined to the particular manner of constructing the framework' of the aeroilane as set forth in this application, suc i may he iniofiliied Within Wide limits Without departing from the spirit of the invention, the essential features of which lie, l consider, in the use of long narrow'vanes projecting in the line of movenient forwardly and leaclrwardly *from the central irarne to which the engine is secured each of these vanes being angled upward from their 'middle line toward their edges and tapered 'toward each end from a maxiinum width approximate to their niiet.

length and means for varying the angle of one of them.

Owing to the t'aet that the leading vane encounters undisturbed air and is therefore better sustained the"eon that the following vane can loe on the air which is broken up by the passage the forward. part o the machine, the aeroplane has a natural. tendeney to tilt upward in .front which tendency hy the provision .for Varying the leading vane is inade use of to control the ascent or descent of 'the machine.

This forni of aeroplane is plienornenally stable without the eentralffrarne and engine.. 'lt will, if overturned, right itselfA and in falling;n from a height it moves len thwie ano follows a series of rever ed inc ined convert curves somewhat as illuef trailed in Fig. 7, angling its fall is olriviously advantageous in that the machine will of its own accord fallin an oblique line.-

Having now particularly described nvention and the nia-nner or its use, l hereby declare that 'what l claim as new and desire to he protected in by Letters loatent," is.

l. ln a flying niaehne, relatively narrow elongated varies extended in the .line of, lflight one from the forward and oneroni the after part or' central frame Within which the engine is secured said venes being angled upward 'from the middle line toward their edges, and means for varying the angle of the forward vane.

2. ln a. dying machine, vaneselongated in the line of flight each vanev tapered toward each end from its mid-length and angled upward from the middle line toward their edges and ine-ans for varying the angle.

ln a flying inaclnne the combination with a central trarne to which the propelling engine is secured haring two n'oiiellers one the angle of.

This inherent qualityA of llo in liront of and one hehii'id the central frame,

4. In n flying machino. :i central frame unos to the central frzimv and u1 mns for within \\l1i li llio propelling engine is se varying the :ingle of the forward van@ from vin-ml lnn'ing um propvlvrs one, on the front the seal'. of the aviator.

:ind oml on llw lnuk vnd of the engine shaft, In testimony whereof I have Signed my D elongated narrow vanos extending 1ongitullam to this specification in. the presence 1i;

dinall)7 from The. ventral frzune. one ovelnthe of two subscriblng Witnesses.

forward and one over the backward pro- VILLIAM WALLACE GIBSON. peller said vanas being angled upward from Titnessesz A themiddle line toward their edges, means l A. S. INNES,

10 :forsecxuing and staying tho frames of these l ELXZABETH M'.- PRATT.

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