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Aviation History
1910
1910 - 0036.PDF
peg?) other should rise a corresponding amount ? Accept my apologies for troubling you. Newmarket. R- R- [The relative advantages of wing warping and the use of balancing tips or ailerons is largely a matter of opinion. Possibly the warping if carried out in such a w ly as to produce true helicoidal deforma tion of the wings is the more scienlific method of making full use of the parts already on the machine. In practice, the wing is commonly warped by deflecting the back spars of the main wings, and in the Antoinette monoplane these spars are pivoted on a common rocking pin to facilitate the movement. When one is depressed the other rises. The entire wing is affected by the move ment, but to a varying extent according to the distance from the body of the machine. The effect is to produce a screw surface like the blade of a pfopeller, hence the term " helicoidal deformation."—ED. ] PAPER-BACKED SILK. [281] Quite recently I wrote you explaining how difficult Japanese silk was to use in connection with model aeroplane making, and at the same time sought information on this point. I now find, however, that if a good quality tissue paper—it must be tough—is pasted on one side, it makes an excellent fabric for the purpose, being very light and strong. Great care must be exercised when bringing the silk (which will be much improved if previously ironed) and the paper into contact, in order to avoid blisters and creases, more especially the latter. Iron well when dry. Lowestoft. L. E. RICHARDS. [Our correspondent has sent us a sample of his paper-treated silk, together with samples of the silk and paper separately. They are most interesting, and it is quite remarkable what a difference the paper makes. Judging merely from appearances we should strongly recommend other readers working along these lines to try the process described in the above letter.—ED.] FORMULA. [282] As a reader of your excellent paper I sometimes notice formula; given in the correspondence columns, which I have found very useful in model aeroplane calculations. Could you or one of your readers oblige me with the following : — 1. A reliable formula for finding the actual weight which an aero plane will carry for a known thrust (taking head resistance, &c, into account). I know it should be four or five times the thrust, hut that seems rather vague. 2. A formula for finding the area of surface when the weight, velocity, angle of incidence are known. 3. The right ratio between surface area of propeller and that of the aerofoils. 4. Also the most efficient ratio between the diameter and pitch of a propeller. I am thinking of making a model biplane of the " Farman " type, and, like some more of your readers, am puzzled to know how to locate the centres of gravity and pressure. They should, of course, fall about one-third the width of the "plane" back from the entering edge, but if, as you suggest in last week's FLIGHT, a thread be hung from that point, the weight of the tail will increase the angle of incidence out of all proportion. Could you recommend a good modern technical book giving and explaining formulae relating to aeroplanes and propellers, at a cost of one or two stiillings. Thanking you in anticipation, Edinburgh. J. DOUGLAS ROSS. [We would refer our correspondent to our article entitled " Flight according to Lanch ster,' which appeared on page 292 of FLIGHT, May 22nd, 1909, for information relating to his fiist two questions. We are not aware thit the problem connected with the third question has yet been studied. For information on the subject of the fourth question, we would refer our correspondent t > articles that appeared on pages 22, 350, and 393 of FLIGHT, Vol. I. If the tail of the machine is designed to support a portion of the weight, its effect must of course be taken into account, but it does not alter the actual position of the centre of gravity of the machine as a whole. Nor does it affect the centre of pressure on the main planes, but it does influence the position of the main planes in respect to the centre of gravity of the machine because instead of being supported at one point it is now supported at two points. We do not know of any book that would give quite the informa tion that our correspondent requires at the price mentioned.—ED.] MODEL PETROL ENGINES. [283] As I notce in your piper, FLIGHT, that several of your readers are inquiring for model petrol engines, I should be extremely JANUARY 8, 1910. obliged if you would insert an announcement in your next issue to say that I should be glad to give details and prices of some models that my engineer is making. They are, I believe, the lightest models on the market, weighing only about 3 lbs. with all acces sories, four cylinders, I-in. bore. My engineer will be able to show a model working at full power during the course of this week. Bracknell. DOUGLAS PIGOT. NOTE.—Owing to the great mass of valuable and interest ing; correspondence which we receive, immediate publica tion is impossible, but each letter will appear in sequence and at the earliest possible moment. ® ® ® ® NEW COMPANY REGISTERED. Hammant Aeroplane Synd., Ltd.— Capital ^5,000, in £1 shares. Formed to acquire and develop the Hammant aeroplane. First directors, J. A. Leyland, T. Hill-Iones, and W. Hammant. ® ' ® ® ' ® Aeronautical Patents Published. Applied for in 1000. Pubtished January i3t/i, 1910. 2,165. R. SCHWAKZ AND C. W. SANDLES. Machines for navigating the air 8,828. G. UNGER. Dirigible balloons. 11,638. R. WAGNER AND C. E. VON RADINGER. Airships, &c. 15,291. E. \V. YOUNG. Aerial machines. 16,045. A. RAUSCH. Airships. 18,546. M. VINOGRADOV/. Aerial propellers. 18,710. B. WASSERMANN. Dirigible airships. 21,465. J. J. RBKAR AND E. P. PREBLE. Aerial machines. BACKHNUMBERS OF "FLIGHT." SEVERAL back numbers are now becoming very scarce, and when exhausted no more complete sets will be procurable. The publishers have pleasure in announcing that they have secured a few of these back issues of FLIGHT, and any of our new readers who may wish for sets, ' No. 1 up to December 31st, 1909, except Nos. 2, 3, 4, I 6, 8, 10, 12, 15, and 16, but including the numbers I containing full description and Scale Drawings of the . Bleriot, Curtiss, Voisin, and Cody biplanes, the ; Wright full-size glider, and of Santos Dumont's " Demoiselle" monoplane; can obtain same for ys. 2d., post free (abroad 9*. id.). Sets to December 31st, 1909, including all the above and in addition the scarce higher-price numbers : Nos. 2, IJ-. 6d.; 3, 3s.; 6, is. ; 8, is. ; 10, is.; 12, is. 6d.; \ 15, is.; 16, 3X. bd.; and 31 (with scale drawings of the Bleriot cross-Channel flyer, 2s.), but exclusive of No. 4, which is now obtainable in bound volumes only, can be obtained for 2ij. id., post free (abroad 23J. 2d.) from j the Publishers, 44, St. Martin's Lane, W.C. Orders for Volume I complete for year 1909—ready end of January—with Index and Title Page, can now be booked at the price of 25^., bound in cloth boards. If bound in two Parts, January to June and July to December, 3J. 6d. extra. Orders will be booked for these in rotation as received. It^LlQ HT, 44, ST. MARTIN'S LANE, LONDON, W.C. Telegraphic address: Truditur, London. Telephone : 1828 Gerrard. SUBSCRIPTION~RATES. FLIGHT will be forwarded, post fi ee, to any part of the world at the following rates: — UNITED KINGDOM. ABROAD. s. d. s. d. 3 Months, Post Free ... 1 8 3 Months, Post Free... 2 6 6 „ ., .- 3 3 6 » »» ••• 5 0 12 „ „ ... 6 6 12 „ „ ... 10 o Cheques and Post Office Orders should be made payable to the Proprietors of FLIGHT, 44, St. Martin's Lane, W. C., and crossed London and County Bank ; otherwise no responsibility will be accepted. Should any difficulty be experienced in procuring FLIGHT from local newsvendors, intending readers can obtain each issue direct from the Publishing Office, by forwarding remittance as above, 32
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