Snow plane

Application filed November

To dll whom it may concern:

Be it known that I, Ernest Germain, a subject of the King of Great Britain, residing at Samnaur,-Province of Quebec, Can6 ada, have invented certain new and useful Improvements in Snow Planes; and I do hereby declare that the following is a full, clear, and exact description of the invention, such as will enable others skilled in 1· the art to which it appertains to make and use the same.

The present invention pertains to a novel snow plane which is designed to travel over snow and frozen lakes and rivers or other 1· such places that are without roads during the winter. The plane' is adapted to slide from ice to water and from water to ice, will climb steep hills and operate in a fairly strong wind.

•B The machine is mounted on a pair of parallel forward skis and an intermediate rear ski, the latter being used as a rudder on both snow and water. The three skis are made air tight and are of sufficient buoyan• cy to support 1¼ times the full load of the machine. The plane, while having several properties of the hydroplane, is not designed for water and is not intended to fly in the air, although various features of this 30 invention may be useful if applied to a hydroplane or aeroplane.

In aeroplane design lateral stability is obtained by ailerons or wing warp, the pressure of high speed air being used. In a 36 snow plane where the speed is lower than in an aeroplane and the lateral balance is partly. maintained by the contact of the skis with a solid . surface, it is necessary to change the incidence of each wing in oppo40 site directions with relation to a common axis in order to relieve some of the weight on the skis when the latter are travelling in a curved path and also to counteract ^ethe centrifugal forces acting upon the overhead 40 parts. To this end, the invention includes a construction by means of which the two wings can be given simultaneous incidence from zero to 12 degrees on the same side of the axis, and an auxiliary, device is provided •'0 for giving the wings opposite incidence ranging from 1 to 3 degrees.. The simultaneous incidence above referred to is effected by a mechanism operated by a lever, and the opposite incidence ic produced by

21, 1922. Serial No. 602,491.

means controlled from a foot bar, both the 06 lever and_ the foot bar being within the reach of the operator. .

I he steering of the plane depends Upon the traction principle, and is similar to the ' steering of the boat by a rudder. This ar- eo rangement is particularly useful in a device o± this character which is adapted for roadless tracts, lakes and rivers where space is vast. At the lower portion of the machine frame is supported a stationary sector hav- 65 mg a groove in which the front end of the rear ski is received and adapted to travel. Opposite sides of the front end of the ski are connected by means of a cable to a steering wheel also within the reach of the op- 70 erator. Depending on the power of the motor, the machine, with the addition of tail members, and the elimination of certain features which would obviously be detrimental in aeroplane construction, can be 75 made to fly.

. invention is fully disclosed in the following description and in the accompanying drawings in which:

Figure 1 is a front elevation of the de- 80 vice;

Figure 2 is a side elevation;

Figure 3 is a perspective skeleton view;

Figure 4 is a detail plan view, partly in section, of the sprocket mechanism shown at 85 the rear end of Figure 3;

Figure 5 is a plan view of the guide plate and associated parts;

Figure 6 is a section on the line 6—6 of Figure 5; θθ

Figure 7 is a detail elevation of the stream lined cable;

Figure 8 is a vertical section through the steering wheel and rod shown in Figure 3;

Figure 9 is a section on the line 9—9 of 95 Figure8;

Figure 10 is a detail plan taken on Figure 8;

Figure 11 is a front elevation of the seat;

Figure 12 is a plan view of the machine; ioo Figure 13 is a detail elevation of the nose, showing the shock absorber in section;

Figure 14 is a section on the line 14—14 of Figure 13;

Figure 15 is a section on the lire 15—15 105 of Figure 13;

Figure 16 is a plai rn Figure Π vith the top removed;

1,523,100

Figure 17 is & vertical section of one of the bearings;

Figure 18 is a section on the line 18—18 of Figure 17;

Figure 19 is a section on the line 19—19 of Figure 7;

Figure 20 is a section on the line 20—20 of Figure 15;

Figure 21 is a side elevation showing the 10 skeleton of the machine;

Figure 22 is a plan or the skeleton of the machine;

Figure 23 is a detail of the forward portion of the machine in skeleton;

Figure 24 is a side elevation corresponding to Figure 23;

Figure 25 is a detail plan view partly in section of the segment, taken on the line 25—25 of Figure 26 ;

Figure 26 is a section on the line 26—26 of Figure 25;

Figure 27 is a front elevation corresponding to Figure 23;

Figure 28 is a detail plan view of the rear 26 end of the machine in skeleton;

Figure 29 is a section on the line 29—29 of Figure 28;

Figure 30 is a section on the line 30—30 of Figure 27 j

Figure 31 is a section on the line 31—31 of Figure 30;

Figure 32 is a section on the line 32—32 of Figure 27;

Figure 33 is a detail skeleton plan view of 35 the center section and wings;

Figure 34 is an elevation on the line 34—34 of Figure 33 ;

Figure 35 is a section on the line 35—35 of Figure 33;

Figure 36 is a section on the line 36—36 of Figure 33;

Figure 37 is a front view of Figure 34; and,

Figure 38 is an enlarged section on the 45 line 38—38 of Figure 33.

The device is mounted on a pair of forward parallel skis 1 and an intermediate rear ski 2. Upon each of the forward skis is mounted a pair of aligned bearing mem50 bers 3 (Figure 17) which are disposed slightly to the rear of the transverse axis. These bearings are preferably formed of aluminum and hollowed out as at 4 for lightness. In the top of each bearing is formed a shallow ⁵⁵ recess 5 communicating with an additional cavity 6 for the reception of a square piece of soft rubber 7 which acts as a cushioning member. The top of each rubber inset is concaved as at 8 to provide a seat for a two ⁶⁰ part bronze bushing 9. The hollow axle 10 passes through the bushings and serves as the uniting means for the two forward skis. Each bearing is equipped with a suitable cap 11 through the sides of which are passed ⁶⁵ bolts 12; these bolts also extending through the bearings 3 for securing them to the skis. Ringlets or collars 13 are brazed on the axle at opposite sides of the bearings for retaining the axle against shifting along its longitudinal axis and for holding the skis 70 in constant spaced relation.

The fuselage comprises a pair of upper and lower frames 14 and 15 respectively which converge to a point at the rear end. A strip 16 is extended across the sides of 76 the lower frame and supports a king bolt 17 which passes into the rear ski 2 as shown in Figure 2, a suitable bearing 18 being interposed to afford pivotal connection between the fuselage and the rear ski. Be- 80 tween the bearings 3 and each end of the axle is mounted an inverted U-shaped fitting or union 19 from the back of which extends an angular web 20. Each such web has fixed to its inner face a socket 21 which re- 85 _ ceives a strut 22 extending longitudinally of the machine and secured to the lower plane 15 as indicated in Figure 28. These two struts form with the forward axle 10 a triangle in which the body or fuselage is ⁸⁰mounted. The ends of the webs are formed with sockets 23 which receive the legs of upwardly extending V’s 24 on the upper ends of which is mounted a miniature fuselage or center section 25. This center sec- ⁹⁵tion is constructed of a plurality of longerons 26 and suitable spacers 27 (Figure 34) over which a suitable covering fabric is drawn. To the forward ends of the lower longerons is secured a pair of engine bear- ¹⁰⁰ers 27' on which is mounted an air cooled motor 28. The interior of the center section is designed to contain a gasoline tank 29 and oil tank 29', as shown in Figures 33 and 34. The motor shaft 128 is inclined at an angle 103 of three degrees to the horizontal, thus giving the line of thrust an upward grade of 3 degrees and the propeller 129 is fixed at right angles thereto.

'The axle 10 is formed in two sections, the 11· inner contacting ends of which are surrounded by a sleeve member 30 (Figures 27 and 32) which is secured to the sections by pins 31 penetrating therethrough. On the upper part of the sleeve is formed an eyelet H® 32 which is engaged on opposite sides by the legs of a center V 33 which are bound by a bolt 34. The upper ends of the legs of the V 33 are secured to opposite sides or the center section, thus providing additional sup- ^,2· porting means for the latter, as shown m Figure 1.

The forward portion of the fuselage is completed by a pair of front posts 35 (Figure 21) which join the forward ends ¹²³of the upper and lower frames. The lower ends of these posts carry aluminum brackets 36 which receive the axle 10 whereby the front end is supported. A nose portion 37 extends outwardly from the forward ¹³· ι,β».

ends of the frames and consists of two angular members 38 composed of square tubing. The vertices of these members are reinforced by angle plates 38', 39 through β which is passed a fastening bolt 40.

A wing supporting axle 41 passes transversely through the body of the center section, being supported in bearings 42 formed in a pair of opposite spacers 27, as 10 shown in Figures 34 and 35. The wings are of a semi-cantilever construction consisting of rigid panels each made of five parallel spars 43 of spruce ft of an inch thick which are traversed by spaced ribs 44¹⁸ parallel thereto. The ribs are inlaid into the spars as in Figure 38, and the vertical spaces thus formed are filled with webs 45 forming an I-beam cross section. The master ribs 46 are engaged by parallel web 20 members 45' at opposite edges whereby a box like construction is formed. The spars are pierced for the passage of the internal bracing wires 47, while the webs are perforated as at 48 for lightening. The cen20 tral spar is about 6 inches in width and the remaining spars are of decreasing widths whereby a stream line cross section is developed, as shown in Figure 36. The panels are built on special forms and are covered ³⁰ with; aero cloth after being fastened together. The axle 41 carries clips 49 in line with the intermediate master ribs fqr receiving the upper ends of wing support,ing tubes 50, the lower ends of these tubes being ³⁵ received in sockets 51 (Figures 30, 31) clamped to the webs 20 by the same bolts 52 that hold the above mentioned sockets 21. The clamps are joined to the forward ends of the engine bearers by cables 53 for 40 relieving drag stresses. Steel envelopes 54 are passed around the intermediate master ribs at opposite sides of the clips 49 and serve to receive the outer ends of the control cables 55, the operating mechanism for 45 which is described below.

The sides of the lower frame 15 are joined by cross bars 56 and 57 at the front and rear ends respectively, as shown in Figure 3. These bars support the ends of 50 spaced guide strips 58 between which is received a slidable control beard 59. A rack 60 is formed intermediate the ends of the control board and is engaged by a pinion 61 mounted on a shaft 62 supported in bear55 ings 63 on the sides of the lower frame. On one of the bearings is formed a twelve toothed quadrant 64, while adjacent thereto is an operating or control lever 65 keyed to the shaft 62 and carrying a grip 66 ⁶⁰ adapted to engage the teeth of the quadrant. An intermediate cross bar 67 extends across the lower frame and beneath the guide strips. A perforated plate 68 is secured, to the guide strips by means of U-bolts 69 ⁶⁵ passing therethrough and under the bar ’^1βό β

67. The forward end of the control board extends through and beyond the forward bar 56 where it is provide! with a mounting i0 on which is pivoted a double sectional segment 71 which is cast of aluminum. Op- 70 posed bearing strips 72 are. placed at opposite sides of this member each being supported by an end of the board 56 and one of .the posts 35 for receiving the guide pulleys 73. The back of each of the U- 75 plates 19 (Figures 30 and 31) has secured thereto a pair of brackets 74 by which are supported additional pulleys 75. The cables. 55 extending from the wings pass over the pulleys 75 and 73, intersecting at 80 the sides of the member 71 and secured to opposite ends of said sides, as in Figure 25. The control board carries an additional mounting 76 on which is pivoted a foot bar 77 provided at its ends with foot straps 85 (not shown). Through the opposite sides’ °f t member 71 are passed clevises 78 which are connected to the ends of the foot bar by means of cords 79. At the rear end of the control board is mounted a pair of 00

™.^{wllich s}hPP^ort the operator’s seat 81. When the control lever 65 is pulled rearwardly, the control board is moved forwardly carrying the element 71 with it, and the operator’s seat is guided by parallel 95 (Figures 21, 22) fixed to the frame ji i -fuselage. Consequently the foremost of the cables 75 are slackened, while the remaining two cables are tightened, thus causing an equal upward tilting of both loo wings. Obviously a reverse movement of the lever will result in opposite movement of the wings. This device is employed for imparting equal and simultaneous change to both wings. i₀₅

At the rear end of the control board is disposed still another block 82 (Figures 21, 22) on which is rotatably supported a sprocket wheel 83, a portion 84 of which (Figure 4) is blank. In the base of the no rear leg 80 is mounted a bushing 85 through which a pin 86 is adapted to slide, this pin being normally urged outwardly by a spring 87 in the bushing. The pin is adapted to engage in a notch 88 formed in the blank 115 portion 84 for the purpose of holding the sprocket against unintentional or undesired rotation. . The sprocket is engaged by a roller chain 89 the ends of which are joined to the ends of the foot bar by means of 120 cords 90. When one end of the foot bar is pushed inwardly, the corresponding side of the sectoral member 71 advances, while the other side moves rearwardly about the pivot point. Accordingly the forward cable 55 125 connected to one of the wings is tightened and the other forward cable is slackened, the remaining cables also taking opposite movements. This results in one of the wings being turned upwardly, while the 180

1.523.100 other is tilted downwardly, as distinguished from the .action previously described resulting from the operation of the lever 65. The incidence obtained from the lever 55 5 varies from zero to 12 degrees, and the quadrant 64 contains twelve teeth, one for each degree. The wings can be tilted 3 degrees on each side of the central tube 41 by means of the foot bar. For a left turn 10 of the snow plane, the pivot bar is operated in the direction of the turn, which action increases the incidence of the right wing and reduces the left by a similar amount. If the plane is travelling over hard snow 15 and if the lever 65 is maintained in the second notch, giving the wings an equal incidence of 2 degrees, the right hand wing will rise 3 degrees, increasing the angle thereof to 5 degrees, while the left hand 23 wing falls 3 degrees and attains an incidence of 1 degree negative.

The steering mechanism for the rear ski comprises a sector 91 fixed beneath the body, being preferably secured to the lower frame ’-5 15, as shown in Figure 21. Tlie sector is covered with a stream line sheeting 92 for decreasing air resistance. The forward end of the rear ski is fitted with a reinforcing member 93 which terminates in a lip 94 so beneath which is secured an angle iron 95. The rear edge of the sector is notched or stepped, as at 96 (Figure 29), the base of the step being provided with a cover plate 97. The lip 94 is received in the notch and ³> is adapted to slide therein substantially· throughout the length of the sector. At the ends of the sector are provided links 98 for supporting pulleys 99. An additional pair of guide pulleys 100 is supported on angle 40 plates 101 secured to the intersections between the lower frame 15 and the cross bar 57. On the lower frame is erected a standard 103 (Figure 3) in which is journalled a steering rod 104 surrounded by a steering 45 post 105 at the outer end of which is fixed a steering wheel 106. The post is slidable with relation to the rod and has formed therethrough opposite longitudinaTslots 107 which receive a pin 108 passed through 50 the steering rod. By this arrangement the jost is slidable but not rotatable with reation to the rod so that the wheel 106 may be adjusted longitudinally of the frame in accordance with the movement of the seat 55 81. To the inner end of the steering rod is fixed a drum 109 around which is wound a cable 110, this cable passing over the pulleys 99 and 100 and also over additional guide pulleys 111 and 112 journalled at op60 posite sides of the standard 103. The ends of the cable are secured to eyes 93' formed at opposite sides of the member 93 at the forward end of the rear ski. Obviously upon rotation of the wheel 106 in either 65 direction, one side of the cable 110 is pulled upwardly over the pulleys whereby the forward end of the rear ski is caused to travel along the sector 91 to steer the plane. *

An additional tube 113 is laid across the forward skis in parallel.relation to the axle 70 10. Semi-diagqnals 114 slope upwardly from the vertices of the rectangle thus formed and have their inner ends attached to a rectangular plate 115 (Figure 16). This plate is disposed within the fuselage, 75 as shown in Figure 24, and works back and forth when the skis are violently struck. This plate is cushioned upon a thick piece of rubber 116 laid across the lower sides of the angles 37. Beneath the lower legs of 80 the angles is laid ah under plate 117 of metal similar to the plate 115 and rounded pieces of hard wood 118 are secured to each of the last mentioned plates, the lower piece 118 and the under plate being fixed to the angles ⁸⁵by means of bolts 119, as shown in Figure 15. The entire mass is held together by means of a rope 120 wound spirally therearound to allow separation between the angles and the rubber piece 116. A flexible 00 member 121 is anchored beneath the plate 115 and passes therethrough to the piston rod 123 of a piston 122 slidably mounted in an air cylinder 124 fixed to the upper legs of the angles. The back of the piston is ⁰⁵joined to the base of the cylinder by means of a spring 125 which facilitates rearward or upper movement of the piston upon corresponding yielding of the rubber piece 116. In the front wall oi the cylinder is provided ¹⁰⁰a check valve 126 and a restricted air outlet 127. When the device 115—120 expands, the piston 122 is drawn rearwardly and the space at the forward side is readily filled by air passing through the inwardly 105 opening check valve 126 and the air passage 127. When the movement is reversed, the return of the piston is retarded because of the check valve being closed and the passage 127 being of restricted size. Accord- no ingly, the piston and cylinder act as a shock absorber.

The skis are each built of six longitudinal rock elm members 130 (Figure 27) which are reinforced by blocks 131 in the vicinity 115 of the bearing members 3. These members are connected horizontally and vertically by means of mahogany braces 132. At intervals, perforated rectangular plates 133 are fixed within the longitudinal members to 120 provide additional bracing means. The outside is preferably formed of two ply cross grain covering of cedar from the center of the sides and around the top, and cedar and beech from the center of the 125 sides and around the bottom. The lining 134 under the convex of the ski is removable, being held in place by screws (not shown).

A preferred embodiment of the inven- ISO

1,623,190 tiqn has the following dimensions: Span, 18 4'; wing ratio, 4; length overall, 18' : ⁶ 5 height, 6' 2; front skis, 9' long by 14 wide; maximum height, 14; rear ski, 6 9 long by 10 wide; height 12.

A machine constructed according to these dimensions has a weight of about 600 pounds, and the center of resistance lies close to the ground due to the friction of 10 the skis. The center cf lift is directly over the points of attachment of the front skis, and the center of gravity is approximately 2 behind the center of lift, thus enabling the machine to rise over the snow 16 arid to counteract the difference between the forces of thrust and resistance. The center of buoyancy is 1' ahead of the center of lift. The propeller is 6' 6 in diameter by 4' 6 pitch and its tips clear the 20 ground by 28 in order to avoid striking snow drifts.