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Aviation History
1909
1909 - 0584.PDF
SEPTEMBER 25, 1909. result in a curved course, because the rudder or the warping effect preponderates. The precise nature of the movement which the pilot would perform in order to steer, say, to the left depends on the manner in which he wishes is to carry out the operation, which in turn is governed by the sharpness of the curve, his speed of flight and other considerations. In gsneral, however, it may be said that the pilot's hand for such a manoeuvre moves through an oval path starting and finishing in the neutral vertical position ; this oval path is the result of a perfectly performed sequence of very short straight movements each of which has re- sulting in a combination of warping and rudder action. Needless to say, such perfection is not immediately within reach of the novice, the movements of whose hand would be more than likely to show up the straight line components of the curve. It should perhaps be mentioned here that the reason why the rudder and the warping of the planes has to take place simultaneously is primarily due to the fact that the Wrights warp the main decks of the machine instead of employing independent balancing planes. When the main decks of a glider or flyer are warped it is not easy, even if it is possible, to warp one extremity up and the other extremity down to an equal extent considered from the point of view of effectiveness. To all intents and purposes only that extremity which has its trailing edge warped downwards need be taken into consideration, .;::v-'.: ••-.•-••••® ® because while that undoubtedly does exert a powerful lift, the corresponding warping of the other extremity does not result in an equal amount of depressing action because the resultant curvature of the decks at that end of the machine is such that their angle of incidence is diminished but not effectively reversed. On the one side of the machine, therefore, an active force is in operation, whilst at the other extremity the conditions are rather of the passive order. The resistance of that extremity which has an increased angle of incidence given to it makes itself felt, and there is no corresponding resistance at the opposite end of the flying machine to neutralise the swerving effect which it induces; On the contrary, the resistance there is less than in the normal condition of straight line flight, so that the swerving effect is outside. Hence the need for using the rudder. A Word of Warning. - ., xv Owing to a slight misunderstanding between ourselves and Messrs. Ogilvie and Searight, the foregoing article has been published by us without their prior knowledge. It should, moreover, be clearly understood that this particular glider of theirs was built by them at the express suggestion and with the direct permission of the Wright Brothers, pending the delivery of the full-sized motor-driven Wright machine which Messrs. A. Ogilvie and T. P. Searight have on order with them. GLIDERS AND HOW TO GLIDE. THIS week we conclude our minute description of the Wright-Clarke glider; and from it much will doubtless be learnt by those who are anxious to acquaint themselves with the art of flying, as far as it is at present known. There must, however, be many readers who are as yet none too familiar with the early work of the Wright Brothers—work which is of the very greatest significance just at the present time. We therefore propose to continue this subject by publishing the historic paper in which those celebrated brothers first gave an account of their doings to the scientific world, since that paper enables the whole principles involved to be understood, and, in these great pioneers' own words, explains exactly how they carried out those experiments and splendid glides which led ultimately to their present marvellous flyer. As may be imagined, it is a course of study which should enable others to follow in their footsteps, with the ultimate hope of further improving upon the splendid achievements already attained. The paper in question appeared in The Au'omotor Journal shortly after it was read, when hardly a hundred men in the world gave credence to the Wright Brothers' feats—a sure token oi the belief that was held by that Journal in their work being that the paper was published by it in full even then. M. Bleriot leaving the French Embassy on his visit last week, and on his way back from Wembley on the 6-cyU "New Daimler," -which he used throughout his visit to London. 588
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