’s Inventive Genius

Produced 66 Adjustable Rotor Retractable Lift Patents Awarded Increasing Apparatus In America. This issue is devoted to his unique conceptual designs that did not progress to production. First !"#$%&'"#(')$*+($+$,+-.(/"-$0-!&-00#$ *,"$ *"12.$ *+2'/3,0/4"+#.(5$ +.6&(/ I&-!$ +-.$ 7"-3#&413&-!$ 3"$ 3,0$ 06"26&-!$ 8#02&9&-+#)$+-.$7"-70831+2$.0(&!-($40&-!$ 7#0+30.$ +3$ 3,0$ %&'"#(')$:#+;3$ ;+7&2&3&0(<$ =&($7"-7083($+-.$!1&.+-70$3"$$3,0$.0(&!-$ Main Rotor (807&+2&(3($ 8#"6&.0.$ 3,0$ '-"*20.!0$ +-.$ Vibration Absorber 0>80#&0-70$ !+&-0.$ .1#&-!$ ,&($ 0+#2)$ +6&+/ 3&"-$8&"-00#&-!$60-31#0($&-$?1((&+5$@#+-70$ Sikorsky +-.$ 3,0$ A-&30.$ %3+30(<$ =&($ &-31&3&60$ #0+/ Autogyro ("-&-!$7+8+4&2&3&0($8#".170.$7"-7083($3,+3$ *0#0$307,-&7+22)$+.6+-70.$;"#$3,0$80#&".<$ B,0$ %&'"#(')$ :#+;3$ C"98+-)$ 06"260.$ DQG H[SDQGHG GXH WR D ¿UP NQRZOHGJH Engine Driven Free Turbine within 4+(0.$ ;"1-.+3&"-$ 7#0+30.$ 4)$ &3($ ;"1-.0#< Main Gearbox July, 2011

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!"#$%"&'()*+"&,%*--*(*$.+ !"#$ -/0120%&34%567786798%:;;<1=%>/?@A%BC6%57D8 arge such as the S-41 and S-42 re- Lquired more power to take off than land based aircraft due to the increased empty weight required for the boat hull struc- WXUDOLQWHJULW\7KHSDWHQWGHÀQHVDPHFKDQLFDOK\GUDXOLFDOO\ actuated retractable wing and airfoil structure located at the trailing edge of the main wing to increase lift during takeoff.

Figure (1)

Figure (2)

Figure (3)

Figure (4) Figure (5) Figure (6)

The lift increasing apparatus is comprised of two movable WKHZLQJDQGUHDG\IRUÁLJKW9DULRXVK\GURPHFKDQLFDOO\ wing sections that are hydro mechanically actuated from movable airfoil sections are shown in Figures (4), (5), and the stowed position against the side of the fuselage shown (6). The locations, shapes and positions can be varied to in Figure (1) through an arc of motion shown in Figure (2), LPSURYHWKHOLIWFRHIÀFLHQWIRUWDNHRIIDQGIRUDLUEUDNLQJ WRWKHWUDLOLQJHGJHRIWKHPDLQZLQJLQWKHÁLJKWSRVLWLRQ purposes on landing. shown in Figure (3). It is secured to the trailing edge of

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!"#$%&'(")&'*+,-"."*/'*"#%#*)& ,01231'/45'678987:8;'<==>2?'+0@AB'87'6;:C uring Igor Sikorsky’s successful pioneering years in D5XVVLDDQGWKH8QLWHG6WDWHVKHKDGQRWIRUJRWWHQKLVÀUVW aviation love and attempt to build a vertical lift aircraft the H1 and H2 at the age of 20. His patent for an autogyro brought the vision back from the past. The Sikorsky Aircraft Company was very successful during the early 1930s designing and building S-38 DPSKLELDQVDQGÁ\LQJERDWV,JRU6LNRUVN\FRPELQHGWKHVXFFHVV of the S-38 and his desire to create a direct lift aircraft to the am- SKLELDQVKRZQLQ)LJXUH  DQGLVGHÀQHGLQWKHVXEMHFWSDWHQW

The unique features of this patent combines the engine driven propeller power to provide the forward motion needed to take off, as well as air pressure to drive the direct lift rotor. This is accom- plished through a system of air passages in the propellers. The pressurized air is distributed through a network of channels to the H2 lifting rotor during the forward motion of the aircraft. The rotor H1 total lift capacity is therefore a combination of its own aerody- namic capabilities and the reaction driven rotor blades.

One additional feature in this patent shown in Fig. (2) is a con- FHSWWKDWHVWDEOLVKHV,JRU6LNRUVN\DVRQHRIWKHÀUVWSLRQHHUVWR FRQFHLYHRIDWLOWURWRUFRQFHSW6SHFLÀFSDUDJUDSKVLQWKHSDWHQW GHÀQHWKHIROORZLQJFRQÀJXUDWLRQ

Figure.. (1)

“In an aircraft, a direct lift reaction driven propeller, a rotatable vertical shaft on which the propeller is mounted, DQDLUIRLOEHQHDWKVDLGSURSHOOHUDWUDQVIHUER[IRUÁXLG medium under pressure and including bearings for said shaft GLVSRVHGLQVDLGDLUIRLODQGPRXQWLQJPHDQVIRUVDLGER[WR enable it to tilt to move the shaft relative to said airfoil out of its normal vertical position.”

Fig.(2)

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!"#$%&'(")&'*"#%#*)& +,-./-'012'345564677'899:.;'<,=>?'354'35@A !"#$%&'"#(')$#*+,#-*.$+"$/&($.#*01$"2$3*#+&405$+0'*$"22$0#02+$ ILQWKHHDUO\V7KHVXEMHFWSDWHQWLVKLV¿UVWIRUWKH Figure (1) /*5&4"6+*#$0-.$&-45,.*($+/*$#*7,&#*.$.*+0&5($#*50+&3*$+"$*-3&8 (&"-*.$6#"95*1($:&+/$+"#7,*$4"16*-(0+&"-;$.&#*4+&"-05$(+**#&-!;$ *-!&-*$&-(+0550+&"-;$6":*#$+#0-(1&((&"-$+"$5&2+&-!$0-.$+"#7,*$ 4"16*-(0+&-!$#"+"#(;$50+*#05$0-.$5"-!&+,.&-05$(+09&5&+)$4"-+#"5(;$ 0-.$0#02+$(+#,4+,#05$&-(+0550+&"-<$

=+$&($:"#+/)$+"$-"+*$+/0+$=!"#$%&'"#(')>($6#04+&405$066#"04/$ WRGHVLJQUHVXOWHGLQKLV¿UVWKHOLFRSWHUZLWKDFRQ¿JXUDWLRQ Figure (2) "2$"-*$10&-$#"+"#$0-.$"-*$+0&5$#"+"#$(/":-$&-$?&!,#*$@AB<$C*$ *305,0+*.$3*#+&405$0-.$/"#&D"-+05$.#&3*$*-!&-*$&-(+0550+&"-(;$0-.$ 0(("4&0+*.$!*0#9"E$#*7,&#*1*-+($(/":-$&-$?&!,#*($@FB$0-.$@GB<$ +HVHOHFWHGKLQJHGURWRUEODGHVDVKLV¿UVWFKRLFHIRUWKHURWRU V\VWHP5RWRUV\VWHPÀLJKWFRQWUROVZHUHDOOPHFKDQLFDOXWLOL]8 &-!$5&-'0!*$1*19*#(;$4/0&-$0-.$4095*$.#&3*;$0-.$H04'$(4#*:($2"#$ 1*4/0-&405$0.30-+0!*$+"$1&-&1&D*$4"-+#"5$2"#4*($2"#$+/*$6&5"+$ &-$+/*$4"4'6&+<

6LNRUVN\¶V¿UVWKHOLFRSWHUSDWHQWHVWDEOLVKHGWKHFRQFHSWIRUD VLQJOHPDLQDQGVLQJOHWDLOURWRUFRQ¿JXUDWLRQ7KLVFRQFHSWXDO FRQ¿JXUDWLRQLVFXUUHQWO\XWLOL]HGIRURYHURIDOOFXUUHQW ZRUOGZLGHKHOLFRSWHUV7KLVSULPDU\FRQ¿JXUDWLRQUHTXLUHG Figure (3) 066#"E&10+*5)$2",#$)*0#($"2$#"+"#$.*3*5"61*-+$&-45,.&-!$ -,19*#$"2$#"+"#(;$6504*1*-+$"2$#"+"#(;$3&9#0+&"-$0-.$(+09&5&+)$ FRQWUROV\VWHPVIRUWKHURWRUV7KH¿QDOSUDFWLFDOFRQ¿JXUD8 +&"-$:0($*19".&*.$&-$+/*$I%8GJJ$*E6*#&1*-+05$0#02+;$:/&4/$ HYHQWXDOO\ODXQFKHGWKHKHOLFRSWHULQGXVWU\7KH¿QDOFRQ¿JX8 UDWLRQHYROYHGLQWKHHDUO\VDIWHUQXPHURXVFRQ¿JXUDWLRQ 4/0-!*($&-45,.&-!$*-!&-*$"#&*-+0+&"-;$-,19*#$"2$10&-$0-.$+0&5$ URWRUFRQ¿JXUDWLRQVÀLJKWFRQWURODQGDLUIUDPHVWUXFWXUDOYDULD8 WLRQV6RPHRIWKHFRQ¿JXUDWLRQVDUHLOOXVWUDWHGEHORZ

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S-51 !"#$%&!'()*+,&,+ -./01/*234*56785697:*;<<=0>*#=10*?@6*?:7A "#$%#&'(&)#*&%+,$%-*&-(#'(.%./0#&1%)"(%2345%)#6(%7(0#*.8% !DQGZDVDLPHGDWUHGXFLQJWKHSLORWZRUNORDGGXULQJÀ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igure (1) !"(%0*)*0%-*&)0*=$%,0(%.($#1&(.%+#)"%=#&E,1(%,&.%;*0-(%6/=)#7=<3 #&1%6(-",&#$6%)*%E((7%)"(%0*)*0%>=,.(%-*&#&1%.#$-%#&%)"(%$,6(% 7*$#)#*&%#)%+,$%70#*0%)*%)"(%-(&)(0%*;%10,'#)<%-",&1(%,$%$"*+&%% #&%B#1/0($%CFD%,&.%CGD%9%H==*+#&1%)"(%,#0;0,6(%)*%)#=)%+"#=(%% E((7#&1%)"(%0*)*0%#&%#)$%70#*0%$),)/$%(=#6#&,)($%,&<%7#=*)%#&7/)% 0(./-#&1%7#=*)%+*0E%=*,.9%I1*0%2#E*0$E<%+,$%,&%(&1#&((0% 7#=*)%,&.%+,$%,"(,.%*;%"#$%)#6(9%J(%+,$%)"#&E#&1%"(=#-*7)(0% Figure (2) DXWRPDWLFÀLJKWFRQWUROVEHIRUHWKH\ZHUHLQYHQWHG Figure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igure (2) 0*)*0%.,67(0%$"*+&%#&%B#1/0(%CFD9%!"#$%#&'(&)#*&%+,$%)"(%$),0)% *;%6,&<%&(+%,770*,-"($%)*%70*'#.(%)"(%"(=#-*7)(0%+#)"%0*)*0% #&./-(.%'#>0,)#*&%.,67#&1%,&.%$"*-E%,>$*0>#&19

Figure (1)

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!"#$"%&'()$*+,(+-.*#-&(-/(( ,'&$+-)*'#(+-"0$"&(#-*-#1 )23453(.67(89::;9;<8(=>>?4@(A4B4CD4E(889(FGH; KLVSDWHQWLVIRUDFRD[LDOURWRUV\VWHPDQGWKHPHWKRGRI setting the collective and cyclic pitch of one rotor so that the T Figure (1) aerodynamic and dynamic forces of that rotor will control and maintain the pitch settings of the second rotor as desired. This design provides a single large blade rotor counterbalanced with a weight and a smaller bladed pilot rotor counter rotating to the large rotor shown in Figure (1). A schematic of a dual engine Figure (2) drive system relative to the main rotor is shown in Figure (2). The smaller diameter pilot rotor is located above the larger single bladed rotor, and it develops lower aerodynamic loads and control forces. The cockpit controls are linked to the smaller rotor for required collective and cyclic pitch changes. The collective and cyclic pitch changes set by the pilot rotor are transmitted to the large counterbalanced main rotor by a system of control linkages, jackscrews and gears shown in Figure (2) and(3). Pilot workload in the cockpit is thereby reduced.

Figure (3)

H2 1910 !""#$%&'(#)'*+#,'%&+#-*#'%&./-$ Although Igor Sikorsky’s helicopter legacy was the development of a single PDLQURWRUFRQÀJXUHGKHOLFRSWHUKHQHYHUIRUJRWKLVLQLWLDODWWHPSWWREXLOG FRD[LDOURWRUV\VWHPVWKH+DQG+VHULHV

ABC 1965 X2 2010

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!"#$%&'(")*'&+")** (),-./$..$&-*.0.("/ '12342*-56*789::8;<9*$==>3?*@>AB*C78*C9;< S-61 S-64 uring the 1960s, medium and heavy lift were Ddeveloped utilizing shaft turbine engines with front and rear drives like the S-61, S-64 and S-65 series. This patent is for a new approach to design a turbine drive propulsion sys- WHPWKDWLPSURYHVWKHÁH[LELOLW\RIORFDWLQJWKHHQJLQHUHOD- tive to the transmission system. The advantages of this design would eliminate drive shafts, clutches and gear reductions between the engine free turbine and the main transmission. It H-53/S-65 ZRXOGVLPSOLI\WKHJHDUER[DQGPDLQURWRUFRQQHFWLRQV$Q overall part count and weight reduction would be achieved.

Figure (1) is a view looking down on the aircraft with a cross VHFWLRQRIWKHGXDOHQJLQHVDQGWKHPDLQJHDUER[)LJXUH   is a schematic of the two engine gas producers which direct the pressurized engine air into a duct system of four power WXUELQHVWKDWGULYHLQSXWJHDUVRIWKHPDLQJHDUER[VKRZQ LQÀJXUH  7KHJHDUER[LQSXWVSHHGLVUHGXFHGYLDDWKUHH stage gear and planetary reduction to the main rotor head PRXQWHGLQWHJUDOWRWKHPDLQJHDUER[VKRZQLQÀJXUH   The overall result is a short hollow main rotor drive shaft that FDQEHXVHGDVDSRZHUWXUELQHKRWDLUH[KDXVWGXFWWRWKH main blades for anti icing or blade tip jets. The envisioned Figure (1) EHQHÀWVRIWKHFRPSDFWQHVVUHGXFHGSDUWVZHLJKWVDYLQJV DQGÁH[LELOLW\RIHQJLQHDQGSRZHUWXUELQHSODFHPHQWPDGH this patent a unique conceptual design.

Figure (3) Figure (2)

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Life Membership $125 3 Year Membership $25 1 Year Membership $10 !"#$%&'(#$)(*% Please send a check or money order (do not send cash) payable to The Igor I. Sikorsky Historical Archives, Inc. $+),#-.+.% /#%0%$+12+)/% Name ______3$#4%56+%7))#8'0/+.%9$+))%0)%,0$/%#3%% Address ______:!%04%7-%74+$'80-%;0*<%0)%3#==#>)? City ______State ______Zip ______!"#$"%#&&'"()"*+"#,"-$+./0#,"*+0#12+"(%/2"3.+#("0)1,(.'" /2"(%+"2(.),3%)45")6"4/*+.('"#,5"&.)3.+227"*+0#12+"%+.+"+#0%"0/(/8 Phone Number(s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