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Aviation History
1909
1909 - 0500.PDF
AUGUST 21, 1909. to the earth, but made the lower deck convex, so that the construction as a whole was partially elliptical. In the Cody flyer it must be understood that both decks have their extremities drawn down like a gull's wing, and it is further noticeable that for some few feet from the ends the decks are flattened. Elsewhere there is, of course, considerable camber: the decks are double- surfaced. Elevator and Rudders. The arching principle in evidence on the main decks is also applied to the elevator in front. This latter is a divided monoplane of considerable area, and is arranged so that the halves can tilt and dip in unison or in an opposite sense. When working in unison, they perform the function of an elevator. When moving in an opposite sense they act as balancing planes, and are accompanied by a simultaneous movement of the fore and aft rudders. For specially sharp steering, supplementary planes can be attached immediately behind the main decks near the extremities where they are supported by the vertical struts. Provision is also made for warping the main decks if necessary, and in this connection it is interesting to remark that Mr. Cody has employed the principle of warping for a long time in connection with his man-lifting kites. In these the wing extentions of the main box are warped if it is found that the kite is not riding properly in the wind, but the operation is not, of course, performed while the kite is aloft. Of the two rudders, the forward member is mounted immediately above the elevator in the centre, while the stern rudder is carried by an independent outrigger at the rear. This latter outrigger is hinged to fold in against the main planes so as to reduce the fore and aft overall dimensions of the machine in its shed. Control. The control of the rudders, the elevator and the balancing planes is entirely obtained by manipulation of a universally pivoted lever carrying a steering wheel mounted rigidly upon it. The position which the control occupies in respect to the pilot is well illustrated by the accompanying photograph, which shows Mr. Cody with the steering-wheel pressed against his body. This posi- tion is that of normal flight, and the manoeuvres are accompanied by a swaying motion on the part of the pilot, who is in the habit of keeping his position shown in respect to the wheel. The pilot's seat, likewise that used by the passenger, is similar to the seats commonly provided for the drivers of agricultural machines. It is small but comfortable, and gives a sense of security without hampering bodily movement. The seats are fastened to a sloping board, which is hinged to give access to the engine. The Seats. There is a two-fold purpose in the tandem arrangement of the seats adopted by Mr. Cody. The first object is that of facilitating the training of pupil pilots, the second object is that of giving the passenger on a military flyer full scope for observation, the working of a gun, or the dropping of bombs as the case may be. In the accompanying illustration the pilot occupies the lower seat, but as instructor, Mr. Cody would take the upper seat as soon as his pupil was sufficiently accustomed to the air to be given momentary control of the machine. From the upper seat it is possible for the instructor to lean over the pupil and retain control of the machine whenever it may be necessary to do so. In a war flyer, the passenger would also occupy the lower seat, from which point of vantage he would have an absolutely uninterrupted view of everything below him, and by a slight modification of the present controlling mechanism, it would be a simple matter to rig up a gun or other special weapon of offence. The Engine and Propellers. The engine at present used on the Cody flyer is an 8-cylinder E.N.V. developing about 80-h.p. It operates two propellers, revolving in opposite directions, one of them being driven through a crossed chain. The propellers are situated between the main decks, and their short shafts are carried on ball-bearing brackets, braced to the main spars by an extremely interesting construction of tubular steel work and diagonal wire-ties. An entirely unusual feature of the two-bladed propellers on this machine is that they have their arms fastened to the pressure side or face of the blade, instead of, as is usual, on the back of the blade. The arm is enclosed by a false face in order to avoid sharp angles, but there nevertheless exists a high ridge down the face of the blade, and so much is this the case that it seems almost more correct to say that the blade has a special section, presenting a triple curved face. From the cutting edge to the centre the camber increases the pitch, then comes the reversal of the curve where the false face rounds the arm, and finally a renewal of the sharp camber, where the false face runs off into the trailing edge. The blades of the propeller are broader at the base than at the tip, and this, as well as the previously mentioned feature, Mr. Cody considers as advantageous to efficiency. Although not actually fitted to his present machine, Mr. Cody also has a design of bracket for supporting the propellers, which includes a free-wheel hub. Portability. Being so large and heavy—in flying order with pilot the weight is in the neighbourhood of 1 ton—the question of portability is all the more important. The main decks, which span 52 ft. in the air, divide into three sections, comprising a central portion of 20 ft. and two end portions of 16 ft. each. The rudder outrigger folds across behind the decks, as already explained, and the elevator outrigger can be dismounted en bloc. The chassis can also be taken down without trouble, and thus the whale machine is made ready for easy transport. Conclusion. From the foregoing description it will be evident that England possesses one of the most interesting machines which has yet flown, and the fact that it has flown so successfully naturally enhances the importance of every feature in its construction. Incidentally it gives us cause for some gratification that the optimistic view which we took of Mr. Cody's work when last dealing with this machine in FLIGHT, February 27th, has been so soon justified. We had occasion then to point out how adverse were the conditions under which experiments were being carried out, how very cheerfully Mr. Cody was risking his neck to win success, and how very early were those days for adverse critics to make disparaging comments. Remember Mr. Cody did not start with a machine which had already flown, and he has, conse- 502
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