US1109893A - Flying-machine. - Google Patents

Description

L. G; YOUNG. FLYING MACHINE.

APPLICATION FILED AUG. 14, 1912. I

- Patented Sept. 8, 1914.

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- I APPLICATION FILED AUG. 14,1912. 1,109,893. Patented Sept. 8, 1914.

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L. G. YOUNG.

FLYING MACHINE.

. APPLICATION FILED AUG. 14, 1912. I I 1,109,893. V Patented se t.8,1914.

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L.G.YOUNG; FLYING MACHINE.

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- Patented Sept 8, 1914.

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L. e. YOUNG. FLYING MACHINE.

APPLICATION FILED AUG. 14, 1912.

Patented Sept. 8, 1914- 6 SHEETS-SHEET 6.

- lm elit or UNITED STATES PATENT orrion.

tnwrs GINTEB YOUNG, or NEW YORK, n; Y assrenoit'ro'mnnm'u YOUNG, or NEW YORK, m Y

FLYING-MACHINE.

Specification pf Letter's l atent.

Ap ueatimmea August 14, 1912. semi in). 715,001.

ToaZZ whom it may concern Be it known-that], LEWIS GINTE'R YoUNe, a citizen of the United States, and'resident of New York city, New York, have invented certain new and useful Improvements'in Flying Maohines, of whichthe following is a specification containing a full, clear, and exact description, reference being-had'to the accompanying drawings, forming a part,

hereof. I

This invention relates to 'flying maclrines with fixed wings and has for its'general ob ject to enable the equilibrium ofsucha fly ing machine to be restored automatically whenever it is'disturbed- The stability of'a flying machine, as is now well understood in the art, depends upon-the relation of the centers of pressure that is, the point'sat which the pressure resultants'act both 'upward and downward, upon the wingsto the center of gravity of the entire machine and to each other. In a, comparativesense longi tudinal stability, that is, stability in the gen eral direction of flight, is perhaps more-dithcult to preserve than is lateral stability and might therefore be regarded as then-lore important of the two, but as lateral stability has a direct influence upon longitudinal sta bilityit is necemary also to provide means for-the preservation, under varyingconditions, of lateral stability as well'as of the longitudinal stability. Heretofore reliance has been placed", f'orthe preservation of stability in both directions, upon various devices which are controlled bythe' aeronaut, such as the warping of the-wings,-mcvable ailerons, and elevating planes andrudelers, but the use of'such devices not only involves in some cases, as in the provision-"for'wa'rp 4o ing of the wings, weakness'of structure, but;

what'is more important, it involves reat strains on the working parts under whiel'a breakages frequently" occur and' resultse ri'ously; It is well established that a ve'ry large percentage of serious accidents-are diie tothis-cause;

his the object of this inye'ntionto over come the-weaknesses and ditfi ulties inconstrnction and inoperation already referred to-and toprovide for thea-utcmaltic. recoveryof equilibrium of the machine, when it is disturbed, through the action of fiiied wingsor aerofoils, which are'so shaped that 'w'linF the flying machine is t-i pped' from its normalposition in flight, to one sideor to the other or forward or backward, a couple shall be established'between the centers. 01 pressure wh ch will tend to restoreth' machine to its position of eqnilibriumm Each wing or aerofo1l must be con'siderednot only as to the relation whichits several parts bear to each other-,but also as to the relaticm's which each wing and its centers of pressure bear to the body of the'mach'ine, botlrwith respect to the longitudinal axis o'lthe machine, about whichit tilts to one side or the other, and the later'al axis of the machine, about which the machine tilts downward or up- Ward in a forward direction, and with respect especially to the center of gravity of the machine; To permit the desired maneuvering-of the machine to be. effected the body of the machine may be provided with a ver- Patented Sept. 8,- 1914.

tical rudder, for the purpose 'ofturningthe zontal planes, preferably mounted on afiexing ta-i-l,'-' for thepurpose' of directingthe flight upward or downward, and the wings themselves-maya'lsolife-provided with deficters fortemporary" use'ii'r controlling the g maehine It! a general-sense each wing has a sup 5 porting surface to the body and to itlre'frone edge of th'e wing,- with a long i thdinall'y stabilizing surfaee' to the"--rear of i the supporting'surface anda 'laterally stabi lin'ing surface at the side or toward the tip of thewing remote from the body: The supporting surfaces-are so curved that the pressure resultants' of the two surfaces, Whether'thefiyin" machine-be inclined in oneldireetion or te other, meetat a; point in a -line-above the center of gravity of the maching and 'although' the distance ofthe center ofpisiii of one wiifg from the'long-ithdiilhl axisof 7 the machine variesinversely as thedistanceofthe centerof pressureof the other wing, theresultant of the upward pressure against the lowermost wing is increased while that againsfitlie "uppermost wing is decreased, and-the machine is therefore returfiedto ,a' position of. equilim rium; Moreoverit has listen-found, in the .presentinstance, that iiiisdesirable serve inthe structure of-"the a nite relationship-r t hiia'if flie main are of bilizing surface and of the center of upview -of a complete win ward pressure on the under side of the wing from the longitudinal axis should also be in the ratioof two to-one, and the distances of the center of pressurev of the longitudinally stabilizing surface end of the center of upward pressure on the supporting. surface from the lateral axis should also be m the ratio of two to one.

In accordance with the invention each wing or aerofoil has adjacent to the body or longitudinal axis of the machine and its own forward edge a supporting surface, concave below, curved both in a longitudinal direction and in a lateral direction, with a reversely curved longitudinally stabilizing tion of the wing will be described more.

fully hereinafter with reference to the accompanying drawings in which it is illustrated and in whichv Figure 1 is a top view. of a 1n machlne constructed in accordance w1t tion, one of the wings being broken off, while the deflector of the unbroken wlng is shown in its extended position. F1 .2 1s a view of the same" in side elevation, t e wlng nearer the eye being shown in section. F1g. 3 1s a view of the same in front elevation. Fig. 4 is a detail view in longitudinal section through the flexible tail portion of the machine. Fig. 5 is a detail plan view showing a portion of one of the wmgs with ts deflector which is represented by full hnesun its closed position and bydotted lines m 1ts extended 'osition. Fig. 6 is an edge vlew of the de ector shown in Fig. 5. F1g. 7 s a partial view in section on the plane indicated by the line.7 7 of Flg. 5. Fig. 8 1s a partial view in section on the plane indi-,

cated by the line 8-8 of Fig. 5. Fig. 9 is a dia ammaticplan view representing the con gur'ationo the nearer or main portion of 'a wing. Fig. 10 is a diagrammatic view illustratin the wing curvatures from front to rear. ig. 11 is a diagrammaticiplan illustrating the curvatures. Fig. 12 is a iagrammatic view illustrating the curvatures ofthe wing in lateral directions, Fig. 13 is a diagram--- matic plan view of the wing, somewhat similar to the view shown in Fig. 11. Figs. 14- 18 are diagrammatic sectional views taken transversely of the wing and on' the planes indicated by the lines .14-18 respectively in Fig. 13. Fig. 19 is a dia looking at the front edge 0 thewing shown in Fig. 13, and illustrating the curvatures t e inven-' ammatic vlew,

mosses thereof in lateral directions. Figs. 20 and 21 are diagrammatic sectional views taken' on the planes indicated by the lines 20 and 21 respectively of Fig. 13.

The body 1 of the flying machine is made of an suitable shape and material, and is provi ed internally with a motor and suitable controllin devices not shown and at its forward en with a suitable propeller 2,

ly connected so that the whole of the connectedoperating wires 8 which are extended forward Within the body. Each wing or aerofoil may be made of any suitable material. B necessity of construction as well as by pre erence each wing or aerofoil has substantial thickness, asindicated in Figs. 2, 7 and 8, with its greatest thickness near the forward edgeand tapering toward the rear and it may be supported in part by'a suitable frame work 9, but each wing will be described hereinafter as though it were .a thin sheet of uniform thickness and having suflicient stiifness to enable it to retain its form at all tions of pressure. t will be understood that'the two wings are symmetrical with re spect to the longitudinal axis of the machine and a descri tion of one will suflice for the other. In p an outline the wing may be regarded as consisting of two portions, the main or body portion bein .indicated in Fig. 11 by the'ypomts A D A" while the other oints under all condior outerpor'tion is indicated in the same figure by the points A" D" K. I

i For convenience in descri tion and clearness in explanation of the efinite relationship which characterizes the structure of the win it may be said that each wing portion (re erence bein had first to the main or body portion), 1s laid out on the plan of a base rectangle (although when fitted to'the other wing portion ap caring as a trapezoid) indicated genera ly by the straight lines between the points A E A" E, the

length of which, in the wing shown in the drawlngs, is nearly twice the width; In thisparticular construction this approximate ratio of two to one between the length and t the width is the ratio which determinesthe relationship'of the distances of the centers of premure from the lon 'tudinal and lats eral axes-that is, the relationship of the distances of the center of sustaining pressure and'the center of longitudinally stablizing pressure from the lateral axis and the relationship. of the distances of the center of pressure and the center of laterally stabilizmenses J 1.

ing pressure from the longitudinal axis of the machine. It will be understood, 'of course, that this definite relationship is approximate only and is not=absolute and it will also he understood that the relationship may be varied; thus, if the ratio of lengt of the rectangle on which the portions of the wing re laid out as pointed out above, to its width is three to one instead of two to one,

then the relationship of the centers of pressure is also three to one. Whether the ratio which establishes the relationship is one or another it is desirable to preserve it throughout the same machine. The relationship of the centers of pressure will be referred to again hereinafter when the location of the centers of pressure has been pointed out. The second or outer portion of the wing is also laid out on the plan of a similar base rectangle and appears when fitted .to the first named portion as aftrapezoid, but the two trapezoids are not 'oined on a line which is at right angles to the longer sides. The reason for this will be explained hereinafter, but attention is called to the fact now in order that it may beunderstood why, in Fig. 11, the line of joining-of the two parts of the wing or of the two trapezoids, as the line from A" to E, is notat right angles to the longer sides of the rectangles.

Although neither wing part A D 'A D or A D" K, conforms in plan outline to the rectangle upon the lines of which it is laid out, and although the actual wing port1on A D K is triangular rather than rectangular in general outline, both wing' portions are formed alike, as to curvature both in a longitudinal. direction and in alateral direction (reference being had to the longitudinal axis and to'the lateral axis of the machine) and are symmetrical as to curvature with respect to the line of joinder AA-II DI.

A vertical line drawn through the center of gravity of the complete machine passes of course through the longitudinal axis'of the body. hat maybe called the lateral axis of each wing also intersects substantlally the vertical line drawn through the center of gravity of the' machine, and is at- I right angles to the longitudinal axis of the machine, as indicated by the line 0 O in Fig. l, and a short distance back from the front edge of the wing.

Before a detailed descriptionrof the curvature of the wing is entered upon a brief general description of the wingeurvatures may assist in arriving at a clear understanding and for the purposes ofthis general description, as well as of=the more detailed description to follow, each of the base rectangles may be regarded as divided into small rectangles, as indicated in figs, 9

and 11, there being six of the smaller rec-' tangles in a longitudinal direction and nine in a. lateral direction; In following this general-description it will be understood that-it is based upon the assumption of a rigid .wing I without substantial thickness and that a concavity on one side presumes a corresponding convexity "on the other side.

The portion of the wing surface bounded by the lines which connect the points A C A" C" on Fig. 11 is concave below for the greater part although being reversely curved near the line A G as will appear later, and is curved both in a longitudinal direction (parallel with the axis of the machine) and in a lateral direction. The am plitude of curvature in a lateral direction with respect to the longitudinal axis of the machine is greater near-the front edge of the wing than it is near the rear edge,- which is to say that the radii on which the curve is plottedincrease in length near the front edge of the wing, so that this portion of the wing forms something like a portion-of a funnel With'its smaller end to the rear. The curvature in a longitudinal direction (with respect to the axis of the machine) is sharper near the front edgeof the wing than it is toward the rear, so that the wing surface, both above and below, runs off atthe rear in stream lines' The portion of the wing surface bounded by the lines which connect the points 0 D C" D is concave above, but with asymmetrical curvature with respect to the part forward ofthe line C C in a longitudinal direction as .well

as in a lateral direction and is joined to the outer wing bounded by the lines which connect the points A C" Q, is symmetricalas to its curvature with the corresponding part ofthe surface A C A C, being concave below. The portion of the outer wing bounded by the lines which connect the points C D Q K is also symmetrical with the corresponding portion of the surface 0 D C" D and is concave above, being similarly joined with the surface A" C Q, so as to form a-continuation of the stream line surface.

WVhen the machine is in a horizontal position, with the wings at a normal angle of incidence, the center of pressure upward on the supporting surface A C A" C", that is, the point at which the sum or resultant of all of the upward pressures on the wing I about the point marked by the letter H in Fig. 11, in the fourth smaller rectangle from the left of the third series from the front edge of the wing. The center of pressure, upward or downward as the case may surface, when the-machine isin a normal,"

horizontal position, is about at the point indicated by the letter L in Fig. 11, in the eighth smaller rectangle from theleft of the fifth series from'the front edge of the wing. This stabilizing surface is a longitudinally stabilizing surface or a laterally stabilizing surface or both according to the position of the machine and while the stabilizing centers of pressure-that is, the laterally stabilizing center and the longitudinally stabilizing center-may coincide in the normal position of the machine (as illus trated), under actual conditions of flight they may be more or less widely separated so that it is proper that the wing should be regarded as having a longitudinally stabilizing surface in rear of .the sustaining or supporting surface and a laterally stabilizing surface at the side of or outside of the sustaining surface.

It ,will be observed that the centers of pressure have been located in this descrip-. tion with reference to the normal, horizontal position of the machine. If the wing were a true plane, so that a straight line, in' anydirection, would lie wholly within the surface, the center of sustaining pressure might shift somewhat with varying positions of the machine, but the resultant of the sustaining pressure would be vertically upward so that, in a machine equipped with plane, rigid wings, there is no such application of force to the wings as to tend .automatically to restore the e uilibrium of the machine when it has been isturbed; onthe contrary, the'tendency of the forces applied to the wings of such a machine, when equilibrium is disturbed, is to' tip the machine farther in the same direction. In the pres ent machine, however, by reason of the cur.- vature of the wing not only do the centers of sustaining pressure of the two wingsthat is, the point at which the sustaining pressures act-shift with varying positions of the machine but the resultants of the sustaining pressure that is, the pressures themselves exerted against'the under sides of thetwo win s are also varied although the resultants still meet in a line drawn vertically through the center of gravity of the machine 'and above the center of gravity, so that the machine continues in a condition of indifferent stability but with an increased pressure resultant against the lower wing which tends to restore the machine to a position of equilibrium. Of course, as the machine tilts upward on one side the center of the ratio of two to one.

sustaining pressure on that side moves farther from the longitudinal axis-of the machine and its leverage increases, although the resultant of the sustaining pressure on that wing still meets the resultant of the sustaining pressure on the other wing in the vertical line drawn through the center of gravity of the machine, and such resultant is relatively reduced.

Although the machine still remains in indifferent stability after its equilibrium has been disturbed, with a tendency to return to a position of equilibrium, as already explained, it is desirable to provide other means to restore the'equilibrium. This is accomplished automatically by the stabilizing surfaces. The direction of pressure, upward or downward, on the stabilizing surfaces, -or rather the preponderance of pressure upward or downward, depends upon the inclination of the machine. chine dips downward from the predeter- -mined angle of normal flight, so that the preponderance of pressure is exerted upon the upper side of the longitudinally stabilizing surface, then the center of pressure L downward will be located in rear of the center of sustaining pressure H and at a distance in rear of the lateral axis, as compared with the distance of the center of sustaining pressure, in the predetermined relationship,

If the mathat is, in the wing shown, in approximately With its greater leverage of two to one the stabilizing pressure will quickly correct the disturbing factor of pressure and restore the machine to its position of equilibrium. In like man ner, if the machine tilts upward too much, the preponderance of pressure on the sta bili-zmg surface will be exerted against theunder side of the wing and inthe same relationship so'that the. machine will be returned to its position of equilibrium. It will be understood that by reason of the curvature of the. sustaining surface. of the wings in a longitudinal direction, the resultants of the sustaining pressures exerted against the two'wings continue to meet in a vertical line drawn through the center of gravity of the machine, for allordinary disturbances of position, whether the machine dips downward or tilts upward in a longitudinal direction.

In like manner when the machine is tilted laterally to one side a ressure is exerted against the upper latera ly stabilizing surfaceiof the wing on the upper side in the vicinity of the point L and as the center of such laterally stabilizing surface has a predetermined relation (in this case two to one) in distance from the longitudinal axis of the machine, with respect to the distance of the center of sustaining pressure on the same side, the leverage through which the laterally stabilizing pressure acts is greater than that of the sustaining pressure on the same side and the machine will be thereby restored to its position of equilibrium. Theaction of the laterally stabilizing pressure against the higher wing, when the machine is tipped laterally, is supplemented by an increase of sustaining pressure on the lower side through the direction of the flow of air, in

the manner hereinafter explained, under the lower Wing into the region of the sustaining surface adjacent to the body of the machine.

It will be understood, of course, that in the foregoing description the pr'essures referred to are those which are developed by relative motion of the machine and the air in the flight of the machine through the air. It will also be understood that the pressures which act to restore the lateral equilibrium of the machine, especially that which acts upon the under side of the lower wing, as ust explained, tend also to revent the drlftlng or slipping of the machine laterally when it is tilted, whereby a frequent cause of accident is removed It will be understood that if sustaining and stabilizing surfaces, having in general the relations and functions already descrlbed, are provided for the wing, the precise' mathematical curvature or type of cuvvature hereinafter described may be Varied more or less, nevertheless; it is believed that the most satisfactory results will be attained by the employment of parabolic curves in the formation of the wing surfaces. Thus, the curvature of the wing in a longitudinal directlon, from the frontjedge or line A A" to the line C C", and from the line A Q, to

the line C" Q, is a' parabola, with the short-' est or sharpest curvature at the front, while the curvature from the line C C" Q, to the rear edge of the wing or the line D D K is also a parabola, but reversed, being convex below and with its shortest curvature at the rear. It will be noted that the two parabolas for any section of the wing are joined along the line C P C" P Q and that they are so joined as to preserve the stream lines and prevent any abrupt change of curvature. It will also be observed that the two sections of each win namely the body section or portion and t e outer section or portion, are symmetrical as to the curvature in a longitudinaldirection, with respect to the lines A" D on which the two sections or portions are joined. All of this is clearly indicated by the double thin lines on Fig. 11. The curvature of the wing in a lateral direction is also parabolic, as represented particularly in Figs. 9 and 10, with a curved surface, concave below, adjacent to the body, followed laterally bya reversely curved surface, concave above. At the front edge of the wing the parabolic curve, concave below, is of the greatest amplitude that is,

tending from the point A or the longitudinal line I on the front edge of the base rectangle tothe line III on the front edge of the base rectangle, and is of least amphtude at the rear, extending, at the rear edge of the base rectangle, from the longitudinal line I to the longitudinal-line II, while intermediate parabolas vary in amplitude between these extremes. There is thus formed, as already explained, an under concave sur face which is wider at the front and narrower at the rear, forming something like a portion of a funnel, so that there is greater compression of the air, in the fiight'of the machine, toward the rear edge of the Wing and close to the body of the machine, where the greatest sustaining pressure is required.

The parabolic curves of the other part of the inner or body section or portion of the wing are reversed, being concave upwardly, and are alsoreversed in order as to radius, the radius of the parabollc curve at the front of the wing being least while the amplitude at the rear is greatest.

It will be understood that the two parabolic curves at every point are joined without abrupt change of curvature or direction,so that the stream line surface is preserved laterally as well as longitudinally (with respect to the longitudinal axis of the machine) The second or outer portion or section of the wing, bounded by the lines A D" K, is symmetrical with the inner or body portion, bounded by the lines A DA D", with re spect to the line of joinder of the two parts or sections at A" D, so far as concerns the curvature in a longitudinal direction and in a lateral direction.

It will be seen by reference to Fig. 11

that if the wing were extended to the rear line of each base rectangle, there would be at the rear edge of the 'wing a rather sharply upturned portion which would produce discontinuity of flow, occasion the formation of a partial vacuum along the rear edge of the wing, and create thereby a considerable resistance to the forward motion of the wing. To avoidth'is undesirable result, the wing'is out off along the line of the low points of the reversed parabolic curves toward the rear edge of each base rectangle, thereby securing a true stream line surface, both at the upper side and at the under side of the wing. 7

The front edge of the inner or body portion or section of the wing, viewed in plan, is preferably formed on a parabolic curve, as indicated in Fig. 11. If the outer portion or section of the wing were symmetrical in plan with the inner or body portion, there would bea center of sustaining pressure near the outer end and forward edge, symmetrically placed with the center of pressure H of the inner or body portion. Such a center of pressure, so far remote from the body of the machine, would be undesirable and this portion of the wing.

effect 'in directing the flow of air, under 3 some conditions, inwardly toward the body of the machine so that it aids in supporting the body when the corresponding win is lowermost and, as hereinbefore descri ed, assists in preventing the lateral drifting or slipping of the machine when it is inclined laterally.

While the general curvatures transversely and longitudinally of the wing and the relationship thereof-to the centers of pressure will be understood from the foregoing description, it is believed that reference to Figs. 13.-21 in which are illustrated, somewhat diagrammatically, the precise curves employed in the preferred embodiment of the improved-wing, will be conducive to a clearer understanding of the form desired. Each of the sections shown in Figs. 14-18 and in Figs. 20 and 21 are taken with respect to the same horizontal line or base plane which has been indicated by dash-dot lines in each of said figures. In this manner, by reference to any one of the transverse sections and the approximate point of intersection thereof by any one of the longitudinal sections, it becomes possible to ascertain substantially the height of the wing above said base horizontal line or plane. By taking another point of intersection of such transverse and longitudinal sectional lines, it becomes possible to locate the height of some other point with respect to the same base line or plane. After locating a suflicient number of these points in such manner the relationship of the oints to each other will bring to mind clear y the relationship of the curvatures of the wing considered in any direction. Not. only may the character of the curves be thus determined but the extent of the curvature and the high and low points along the transverse and longitudinal parabolic curves may be plotted. Moreover,

the relationship of the various curved portions, as such, to other curved portions can.

be seen. For instance, the funnel like portion on the bottom convex curve of the wing, referred to hereinbefore, is readily located by reference to Figs. 19-21. Fig. 19 shows that the front edge of the wing intersects the base horizontal line at a point I relatively remote from the inner edge of the wing. Fig. 20 shows that along the sectional line 20-20, the amplitude of the curvature of the wing on its underside becomes less and the sectional line 20-20 accordingly intersects the horizontal base line at a point nearer to the inner edge of the wing. Likewise, the sectional line 21-'21 intersects the horizontal base line at a point very near to when cut off along the line A" Q K, as

already described. Accordingly there is pro.

vided for each wing a deflector 10 which is movably secured to the outer portion of the wing at, its forward edge and is conformed thereto sothat when it is not extended 'it lies close against the-wing. It is connected.

to the wing by a pivotal connection 11 which permits it to be extended forwardly and rotated to move its front edge downwardly.

At its outer extremity it is connected to a curved rod 14 which slides freelyin guides 12 and 13 secured to the wing. Between its ends, on its under side, near the forward edge, is secured a stud 15 which is engaged by a slotted arm 17 on 'a vertical rock shaft 16. The latter is mounted in a suitable bearing secured to the wing and is provided with arms 18 which are donnected by operating wires 19 with an operating ,lever 20 mounted in the body of the ma-.

chine. By extending either deflector a greater volume of air may be'directed under 'fthe corresponding wing toward the sustain- .ing surface of the wing to cause the machine to betilted upwardly on the corresponding side. It will be understood, of course, that the direction of flight upwardly or downwardly and to one side or the other is ,ccntrolled through the. operation of the flexible tail and rudder, which are essential to the practical use of the machine.

I claim as my invention:

1. A. for a flying machine having a definite proportion of length and width and having adjacent to the body of the flying machine and to its ownfront edge a sustaining surface, concave below, curved in a longitudinal direction and in a lateral direction, witha longitudinally stabilizing surface at the rear, the distances of the centhe wing.

2 A for a flying machine having a substantially along the concave below,

definite proportion of length and width and having adjacent'to the body of thevflying machine and to its own frontf edge a sustaining surface, concave below; curved in a longituclinal direction and in a lateral direction and a laterally stabilizing surface at the side of the wing remote from the body of the machine, the distances of the centers of pressure of the laterally stabilizing surface and the sustaining surface from the longitudinal axis of the machine having substantially the same proportion as the length and width of the wing.

3. A wing for a flying machine composed of'two parts, one part having adjacent to the body of the flying machine and to its own front edge a sustaining surface, concave below, curved in a longitudinal: direction and in a lateral direction, and having also 'a reversely curved laterally stabilizing surface at the side remote from the body, and a second partcurved similarly to the first part and symmetrical with the first art. with respect to the line of joinder o the two parts, the two parts being joined along substantially the lineof the low points of the reverse curves without abrupt change of surface lines. o

4:. A wingfor a flying machine composed of two parts, one 'part adjacent to the body of the flying machine and to its own front edge, a sustaining surface, concave below, curved in a longitudinal direction and in a lateral direction, and having also a reversely curved laterally stabilizing surface at the side remote from the body, and a second part curved similarly to the first part and symmetricalwith the first part with respect to the line of joinder of the two parts, the twoparts being joined along substantially the line of the low points of the reverse .curves without abrupt change of" surface lines, the second part terminating along the. curved line extending from the front'edge near the point of joining of the two parts to the rear outer portion of the second part,

line of the high points of the second part.

5.v A- wing for a flying machine having adjacent to the body'of the flying machine and to its own front edge a sustaining surface,

curved in a longitudinal di- -rection'and in a change of curvature,

lateral direction, the amplitude of curvature in a lateral direction being greatest near the front edge and progressively smaller toward the rear 6. A wing for a flying machine composed of two parts, one part having adjacent to 4 forming a, partialfunnel with its mouth at the front of the wing and tapering toward the rear,

the body of the flying machine and to its own front edge a sustaining surface, concave below, with areversely curved outer portion, and the other part curved similarly positely placedjoined to the first part without abrupt the two parts being substantially symmetrical as to curvature on opposite sides of the line of junction of the two parts.

7. In a flying machine, a wing or supporting member provided with an under surface concave and convex, the concave surface terminating at the front edge of the wing in an arched outline and terminating at the rear edge in the arched outline, the amplitude of the arch at the front edge being greater than that of the arch at the rear edge forming a partial funnel with its mouth at the front of the wing and tapering toward the rear and with an upper surface convex and concave, the'amplitude of the curvature of the upper concave surface being less at its forward portion than at its rear portion.

8. A wing or supporting member for a flying machine having two distinct areas of determined relationship to each other, one

of said areas being a sustaining surface and the other a stabilizing surface, the sustaining area being close to the body of the machine and acting on the air to tend to come press the same and the stabilizingv area lying outside of the compression area and composed of two substantially equal surfaces symmetrical with respect to a hne of oinder substantially at right angles to the lateral axis of-the wing.

In'testimony whereof, I have signed my name to this specification, in presence of two subscribing witnesses.-

LEWIS GINTER YOUNG. Witnesses: L

RAPHAEL F. BREEN, ALFRED MULLER.

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