US1422261A - Aircraft - Google Patents

Description

F. w. GORE. I

AIRCRAFT.

APPLICATION FILED DEC.9, HHS-RENEWED JAN. 3. 1922. v

' 1,422,261.. Patented July 11, 1922.

l NvENTo 4 1" BY ATTORNEY I rrns UPMTE P-TET QFFICE.

AIRCRAFT.

Application filed December 9, 1919, Serial No. 343,667.

To all whom, it may concern:

Be it known that I, FREDERICK Gone,

a citizen of the UnitedStates, residin at Huntington, Long Island, county of uffolk, and State of New York, have invented a certain new and useful Aircraft, of which the following is a specification.

This invention is an aircraft, and more particularly a craft of the monoplane type, although certain features are or may be used in aircrafts of the biplane type, or of other types.

One part of the invention consists of a longitudinal plane extending in the direction of the length of the craft and constituting the fuselage, said longitudinal plane comprising a plurality of cross sectionally curved members of different radii and joined to produce an unitary structure affording provision for the accommodation of the aviator and for mounting the motor and its accessories, the entire bottom of said compound. longitudinal plane presenting a smooth tunnel-like surface for the unimpeded flow of air set in motion by the propelling mechanism, the pressure of which rapidly moving column of air 'con fined within the tunnel-like under surface of said plane is utilized as a factor in sustaining the craft and increasing the stability thereof.

Another part of the invention is a vertically positioned plane extending lengthwise of the cross seetionally curved plane and extending lengthwise thereof, said vertically positioned plane extending. radially to and depending from the curved plane so that the depending plane is exposed for more or less of its area to the pressure of air and affords means for increasing the lateral stability of the craft when in flight. Said sta bility plane is in a preferred form hollow in construction so as to besusceptible of di" vision inlo compartments adapted to afford storage for the fuel, lubricant and water required for the power plant, as well as providing for the accommodation of food, clothing, etc.

Another part of the invention is a system of struts directly associated with the cross sectionally curved plane, the depending stability plane, and the wings or laterally extending planes, the whole being so arranged and related that said system of struts add materially to the stiffness of the wings or laterally extending planes with a view to Specification. of Letters Patent.

Patented July 11, 1022.

Renewed January 3, 1922. Serial No. 526,808.

overcoming distortion, injury or breakage thereof under the pressure of wind directed againstcither side of the monoplane.

Other features and functions of the invention will appear from the following description taken in connection with the annexed drawings, wherein- Fig. 1 is a View in front elevation of a monoplane embodying this invention.

Fig. 2 is a side elevation thereof.

Fig. 3 is a plan view.

Fig. 4 'is a vertical transverse section taken in the plane indicated by the dotted line l-4l of Fig. 2.

Fig. 5 is a vertical longitudinal section through the fore part of the craft taken in the plane indicated by the dotted line 5-5 of Fig. 8.

The craft is constructed with a main longitudinal plane extending for practically the full length of the structure, said plane being composed of two cross sectionally curved members A, B, see Fig. 4:, and with wings or planes C D extending laterally with reference to the longitudinal plane, said wing planes being positioned at the respective sides of the main plane and lying substantially in the same horizontal plane as the arch or crown of the curved plane A. The wing planes and the main plane present a large area to the wind, the spread of the wings C D being augmented by the under surface of the member B of the main plane so that the total or aggregate area is su'l'fieient to sustain the craft in the air during flight.

The members A B of the main plane are a h curved or arched in cross section, the. radius of member B being greater than that of member A, and the members are assembled fer the part B to lie substantially within the space provided in the under side of member A, the edge or marginal portions of the two members being in contacting relation as at a in Fig. l. Said marginal portions in contact with each other are firmly secured together at a in order to render the main plane unitary in construction, and the two shell-like members are stiffened to the required extent by internal braces or struts E which in a preferred form are positioned interiorly of the plane, thus leaving free and unobstructed the under surface of member B for the unimpeded flow of the column of air within the tunnel-like under surface afforded by the curved main plane, thereb minimizing the frictional resistance of tlie craft to the air. The members A B of said main plane extend the full length of the craft, and the struts or braces E are provided at intervals in the length of said plane so as to impart the desired stiffness and rigidity to the plane as a unitary structure, these parts constitutin a crescent truss. As shown in Fig. 4, t e internal braces E are skeletonized to secure a desirable reduction in the weight, said struts being positioned preferably in the tapering spaces provided between the converging side portions of the two curved members. The struts are suitably attached to said curved members, and they internall stiffen said members. In practice the b y of the craft is built up of tubular metal known as duralumin tubes, desirably joined by steel tube sleeves, riveted securely and spanned by wire, the entire body bein sheathed with light vanadium sheet steeE whereby .each of said curved members A B can be formed and assembled with precision and rapidity.

Extending lengthwise of the main plane is a vertically positioned stabilizing plane F, the same ranging for practically the full length of said main plane. This stabilizing plane is joined suitably to the lower member B of said main plane, and it is positioned to depend radially and centrally from the curved main plane, the lower marginal portion of said plane F being exposed below the lower edge portions a of the members A B composing said main plane.

The member A of the main plane is beveled at the forward end thereof as at a, Figs. 1 and 5, and similarly the forward end of member B of said main plane is beveled as at a, Figs. 1 and 5, said bevels a a of the two plane members A B being coincident with or in register with each other. The inclination of said forward ends to the longitudinal axis of the main plane is at an angle of 20 or 30 according as the craft is to be used for speed purposes or for ordinary commercial requirements.

As shown in Figs. 1 and 5, the forward end portion of stabilizing plane F extends forwardly with respect to the inclined end portions a a of the plane members A B, thus exposing the plane F to side wind pres sure. In this exposed forward end of plane F are provided a series of openings or slots the position and number of which are indicated at f, and these openings are adapted to be closed by a shutter G provided with slots 7. The shutter is slidably supported on plane F, and suitable means (not shown) are provided for operating the same from the aviators station H, whereby the shutter may be shifted to open the slots in order that wind may pass through the slotted forward part of plane F so as to reduce the pressum of the side wind upon the forward part or nose of the craft as may be desired in the practical o eration and control of the craft when in flig t.

The central stabilizing plane is of hollow construction throughout its length, thus providing a chamber f, see Fig. 4. Said hollow plane is divided at one or more points by a transverse partition or partitions, one of which is indicated in dotted lines at f in Fig. 2, whereby the chamber f may be sub divided to produce compartments for the storage of fuel, lubricant and water required for the power plant and for the production of lockers'wherein food, clothing, etc.,can be stored. The hollow central plane provides in part space for the reception of motor I, the latter bein installed partly within the space or chamier intermediate the curved members A B of the main plane, see Fig. 4.

It is apparent that this space between the members A B also provides for the storage of merchandise.

The upper member A of the main plane is cut out to provide for access to the cockpit and aviators station H, and with this member A cooperates the motor hood I adapted to be lifted for providing access to the motor, said hood being closed normally so as to cover the motor. The parts surrounding the motor and constituting the motor housing are fashioned to secure the desired stream line effect for reducing the resistance to the wind and this is true also of the forward exposed part of the central stabilizing plane F, the sides of which converge toward the front so as to produce a relatively sharp nose 7, see Fig. 1. As shown in Fig. 3, the forward part of the member A of the main plane is ointed to produce a nose portion a for o ering low resistance to the wind.

The motor housing around the motor is shown in Figs. 2 and 5 as having openings or louvres 2' through which the a1r can flow freely for ventilating the motor chamber.

A propeller (one or more) K is provided at the nose end of the main plane,said propeller being carried by shaft is coupled at k with the motor shaft 1, see Fig. 5.

Radiators L are provided for cooling the water which circulates around and within the motor. These radiators are positioned at the forward end portion of the members A B composing the main plane, and said radiators partake of the inclination of the bevels a a of said nose end of the plane, whereby the radiators are inclined to the longitudinal axial line of the main plane, the inclined relation of the radiators to the main plane being shown in Fig. 5. The radiators occupy the space between the members of the main plane at the inclined nose portion thereof, and as shown in Fig. 1 said radiators are at opposite sides of the propeller shaft. By reason of the inclination of the radiators, the air is deflected to flow in an upwardly inclined path through the cells of said radiators, as indicated by the arrows in Fig. 5, and thus the efficiency of the radiators is increased and at the same time the tendency of the craft to enter into a nose dive is overcome to a material extent by the increased resistance to the wind afforded by the surface of the inclined radiators. The radiators are connected for the circulation of water to and from the motor as usual or as may be preferred. The arrows in Fig. 5 show that the air enters freely at the nose end of the main plane, thence is deflected upwardly in an inclined path through the radiators. flows through the motor housing, and emerges through the openings or louvres p In a monoplane type of aircraft, the wing planes D are subjected to great torsional strains, or twisting stresses, by side wind pressures, and in order to minimize the stresses upon, and to increase the stability of, said wing planes I have provided a system of struts the rigidity of which is increased to a substantial. extent by association with the rigid central stabilizing plane F and with the rigid members A B of the main longitudinal plane. As shown in Figs. 1, 2 and 3, the stiffening brace system comprises vertical struts Z Z, a horizontal bottom strut m, horizontal upper struts n, n, inclined struts 0, 0, 0 and diagonal bottom struts p. The vertical struts Z Z are positioned at the opposite sides of the members A B of the main plane and are joined rigidly thereto, said struts extending upwardly from the wheel base and being joined to the longitudinal ribs or beams of the wing planes. The horizontal strut m extends between the side struts, and it is jointed rigidly to the side struts and to the central stabilizing plane F, see Fig. 3. Horizontal struts n extend between the wing planes and the upper ends of the vertical side struts Z, to which parts said struts z, are rigidly connected. The inclined struts or diagonals 0 12 extend from the side struts Z Z to the wing planes, see Figs. 1 and 9,,the struts 0 being joined to the vertical struts Z 7 by the diagonals 0 see Fig. 2. The diagonals 11 extend from the lower portion of the central plane F to the wheel base or running gear.

From the foregoing it will be seen that the system of struts are directly related to the rigid shell formed by members A B and the central plane F, and to the wing planes C D, to the end that said struts act to stiffen the wing planes to a material extent, the strut system itself being stiffened by attachment to parts A, B, F.

The trailing edges of the wing planes C D are provided with equalizing planes 0, P, one being hinged to each plane, and said hinged planes are shifted by cables S extending to suitable operating means located convenient to the aviator at his station H, whereby the hinged planes may be shifted as required when banking the craft in flight.

The tail portion of the craft is provided with a vertical fin Q, a stabilizing plane R, elevating planes S S, and a rudder T. The stabilizing plane R is positioned transversely to the main longitudinal plane formed by members A B and attached rigidly thereto at the tail of the craft. Elevating planes S S are positioned at the opposite ends of the plane R and they are supported by a horizontal rock shaft .9, cables 8 being provided for shifting the planes S up or down as may be required for the control of the craft. Iludder T is as usual hung for movement on a vertical axis, being attached to the rear of the cross sectionally curved shell formed by members A B, and this rudder is shifted as required by cables t t.

The vertical rigid fin Q together with the longitudinal central stabilizing plane F depending from the curved members A B act conjointly in minimizingthe tendency of the craft to become unmanageable or out of control known in the art as a tail spin.

Having thus fully described the invention, What I claim as new and desire to secure by Letters Patent is:

1. An aircraft embodying a combined fuselage and'main longitudinal plane comprising a plurality of cross sectionally curved members positioned one below the other, the under surface of the lower member being free and unobstructed for the flow of air within a tunnel-like space extending lengthwise vof the fuselage at the bottom thereof.

2. In an air craft, a combined fuselage and main longitudinal plane comprising a plurality of cross sectionally curved members positioned one below the other and connected toproduce a rigid unitary structure, said members being of different radii, and the lower curved members forming a tunnellike space extending lengthwise of said fuselage and plane.

3. In an air craft, a combined fuselage and main longitudinal plane comprising a plurality of cross sectionally curved members extending for substantially the full length of the craft, said members being connected at their lower edge portions and the under surface of the lower member being substantially free and unobstructed for the unimpeded flow of air within a tunnel-like space at the bottom of said fuselage and main plane.

4. In an air craft, a combined fuselage and main longitudinal plane comprising a plurality of cross sectionally curved members, the front edges of which are inclined to the longitudinal axial line of said fuselage and plane.

5. In an aircraft, a combined fuselage and longitudinal main plane curved in cross section and having the front edge ornose inclined at an angle to the longitudinal axial line of said fuselage and plane, and cooling means positioned in an inclined relation to the longitudinal axial line of said fuselage and plane.

6. In an aircraft, a combined fuselage and main longitudinal plane curved in cross section and composed of imperforate spaced members connected to produce an unitary structure, and cooling means positioned in the space intermediate said curved members and substantially at the nose of said fuselage and main plane.

7. In an aircraft, a combined fuselage and main longitudinal plane curved in cross section and. provided with an inclined front edge of the fuselage, and a radiator inclined correspondingly to said front end portion of the main plane.

8. In an aircraft, a combined fuselage and main longitudinal plane comprising a plurality of cross sectionally curved members the lower edge portions of which are con nected to produce a rigid structure, said upper member and the space between the plurality of members affording an a-viators station. I

9. In an aircraft, combined fuselage and main longitudinal plane comprising a plurality of cross sectionally curved members, said plane being stiffened interiorly thereof to leave the undersurface of said plane free and unobstructed, and the space intermediate said cnrved members affording an aviators station.

10. In an aircraft, a combined fuselage and main longitudinal plane comprising a plurality of cross sectionally curved members of different radii, said members being connected at their lower margins, and struts positioned in the space between said members and affording lnternal stiffening means for said plane, the space intermediate said curved members affording a station for an aviator.

11. In an air craft, a combined fuselage and main plane extending lengthwise of the craft, said fuselage and plane comprising cross sectionallv curved members of different radii united at their lower edges and the lower member presenting a continuously exposed tunnel-like under surface for the unimpeded flow of air therethrough, the front edge of said fuselage and plane bein in clined, in combination with a ra iator mounted at the front edge of said fuselage and plane and partaking of the inclination thereof, and a stabilizing plane depending from the fuselage and main plane, the forward portion of said dependin plane being exposed by the inclination 0 said front edge and of the radiator.

12. In an air craft, a combined fuselage and main plane the bottom of which is concave in cross section and presents a continuously exposed tunnel-like surface for the unimpeded flow of air beneath the same, the forward edge of said fuselage and plane being inclined, in combination with a radiator mounted at said inclined edge, said radiator being positioned at an angle to the longitudinal axis of the fuselage and plane, and a stabilizing plane depending from the concave surface of the fuselage and plane, the forward portion of said depending plane being exposed by the inclination of the radiator and the front edge of the fuselage and plane.

13. In an air craft, a combined fuselage and plane comprising cross sectionally curved members positioned one below the other and united into an unitary structure affording an aviators station and with the lower member presenting a concave tunnellike surface for the unimpeded flow of air, in combination with wing planes extending laterally with respect to the fuselage and plane, and a stabilizing plane depending from the lower member of said unitary fuselage and plane.

' 14. In an aircraft, a combined fuselage and plane extending lengthwise of the craft, said fuselage and plane comprising cross sectionally curved members positioned one within the other and the lower member presenting a concave tunnel-like under surface for the unimpeded flow of air within the same, in combination with wing planes extending laterally with respect to the arched surface of the fuselage and plane, and a stabilizing plane depending from the concave surface of the lower member constituting an unitary part of the fuselage and plane, said depending stabilizing plane being of hollow cross section for the production of storage chambers.

15. In an aircraft, a main plane composed of a plurality of curved members, combined with a hollow stabilizing plane depending from said main plane, and a motor installed within the hollow plane and the space intermediate said members of the main plane, the undersurfa-ce of said main plane being unobstructed.

16. An aircraft embodying a cross sectionally curved main plane extending for substantially the length of the craft, a plurality of wing planes, a central stabilizing plane depending from said main plane, and a system of struts joined to said main plane, the wing planes and the stabilizing plane and positioned or stiffening the wing planes against the effect of side wind pressure.

17 An aircraftembodying a rigid shell of curved cross sectional contour open at the under side and extending the length of the craft and affording a lon 'tudinal main plane, a stabilizing plane spending centrally from said rigid shell, wing planes at the respective sides of said rigid shell and positioned substantially in the plane of the arch or crown of said cross sectionally curved shell, and struts certain of which are attached to the rigid shell, to the stabilizing plane and to the wing planes for rigidly stiffening said wing planes against collapsing under the effect of side wind pressure.

18. A. monoplane embodying a main longitudinal plane of curved cross sectional contour, the under concave surface of which is unobstructed for the unimpeded flow of air, wing planes extending laterally from the main plane and positioned in substantially the transverse plane of the arch or crown of said main plane, and stabilizing planes hinged to the trailing edges of said wing planes.

19. A monoplane embodying a longitudinal main plane of curved cross section, a plurality of wing planes, a tail plane positoned at the rear of said main plane and rigidly connected therewith, and a plurality of elevating planes positioned at the opposite ends of the tail plane and shiftable relatively thereto.

20. A. monoplane embodying a longitudinal main plane of curved cross section, a stabilizing plane depending centrally from the main plane, the lower marginal portion of said stabilizing plane being exposed below the corresponding marginal portion of the main plane, a vertical fin attached rigidly to the rear portion of the main plane, said stabilizing plane and the Vertical fin cooperating in minimizing the generation of that movement of the craft known as a tail spin, a plurality of wing planes, and other planes for directing and controlling the flight of the craft.

21. A monoplane embodying a cross sectionally curved main plane the front edge of which is inclined to the longitudinal axis of said plane, a stabilizing plane depending from the main plane, the forward end por tion of said stabilizing plane being exposed at the inclined front edge of said main plane, and coolin means partaking of the inclination of said inclined end portion of the main plane, said cooling means being at an angle to the exposed end portion of the stabilizing plane.

22. In an aircraft, a fuselage and plane of curved cross section provided with a front edge inclined to the longitudinal axis of said fuselage and plane, combined with cooling means positioned adjacent to said front edge and conforming substantially to the inclination thereof.

23. In an aircraft, a fuselage and plane of curved cross section and open on its undersurface to the free flow of air therethrough, the forward end of said fuselage and plane being inclined with respect to the longitudinal axis thereof, combined with a radiator conforming substantially to the angle of inclination of said forward end.

24:. An aircraft embodying a fuselage and plane of curved cross section and open on the undersurface for the free flow of air within a chamber of tunnel-like formation, a stabilizing plane dependingl from said fuselage and plane, and wing planes extending outwardly from said fuselage and lane.

25. An aircraft embodying a fuselage and plane of curved cross section the under surface of which is of tunnel-like formation for the free flow of air therein, a stabilizing plane depending from Said fuselage and plane, and an exposed fin at the rear portion of said fuselage and plane, said stabilizing plane and the exposed fin co-operating to minimize the generation of that movement of the craft known as a tail spin.

26. An aircraft embodying a fuselage and plane of curved cross section the under surface of which is of tunnel-like formation for the free flow of air therein, a stabilizing plane depending from the fuselage and plane, the lower edge portion of said. stabilizing plane being exposed with respect to said fuselage and plane, and a plurality of wing planes extending outwardly from the fuselage and plane.

In testimony whereof I have hereunto signed my name this 8th day of December,

FREDERICK W. GORE.

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