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Aviation History
1910
1910 - 0135.PDF
FEBRUARY 19, 1910. which could be most effectively used, and with the least risk in naval warfare, and without holding any brief for one particular type of machine or another, I must say that reasoning with an open mind, the small specially-constructed monoplane capable of flying at very high speeds is the only practical proposition for the purpose. I have carefully considered many of the details which Mr. Griffith Brewer points out in his article, and fail to see how any of the points militate against the use of such a type of machine as I have suggested to the Admiralty. I have already offered to build them a machine for demonstration if they will meet me in the matter of cost, but up to the present they have not seen their way to do this. I can only hope that they will be as enterprising as certain other foreign Governments in this respect, as there is not the least doubt that the use of a high-speed monoplane in the hands of a highly-skilled aviator would be of in conceivable advantage in the next naval war. R. W. A. BREWER. PROGRESS IN SCOTLAND. [3fi3] Herewith I send you two photos of biplane of our own model and construction. This is our third made and sold. We are now making a fourth, 29 ft. span; and a fifth is ordered, which must be ready for the Mr. J. Gibson's biplane. London Show. It is intended by the purchaser to show also at Berlin. I thought you would like to know what we up North are doing for aviation. Caledonian Motor and Cycle JOHN GIBSON. Works and Garage, Leith. DELAGRANGE ACCIDENT. [364] It has been said by many authorities that the cause of Leon Delagrange's fatal accident lay in the lack oi mechanical skill of that unfortunate aviator himself. It seems to me, however, that such a grave accusation is worthy of the most diligent investigations. Having had the privilege of the late M. Delagrange's acquaint ance, I feel sure that he would have been the last to do anything foolhardy for the sake of mere show ; and although he had no great experience of mechanics as such, the fact that he had successively been piloting Voisin, Wright and Bleriot machines, gave him so much practical knowledge that Le Blon, an old racing motorist, was astonished by it. Delagrange's accident must have been caused either by the over- warping of the wings, which would have caused a loss of equilibrium, or by the breakage of one of the main spars of the chassis, or again by the snapping of a trussing-wire. The first supposition is hardly probable when we have to do with such an experienced pilot. As to the second, it has been affirmed that Delagrange did away with the cross-pieces which kept the egg-shaped nacelle from doubling up into the shape of an elongated " 8 "; presumably without replacing this arrangement. But according to Le Blon, he and his I/IIGHT] master suitably strengthened the sides of the chassis on purpose to ward off the chance of such an accident, which did not happen at Doncaster, when the speed record was broken. Now, with reference to the third hypothesis, Delagrange himself stated that he was perpetually anxious when (whilst flying at high speeds) he heard the supporting wires hum and quiver in the wind, and that he intended to have them replaced shortly by metal bars or tubes of great lightness. Thus, from the very opinion of the dead aviator himself, it seems almost certain that the smash was caused by the snapping of a wire, an occurrence which, according to the written opinion of H. Farman, " inevitably causes the destruction of a monoplane." If this is so, the accident is not due to the defect of that particular monoplane, but to an inherent defect in all monoplanes whose wings are supported by wires, and I think the question that it raises of the relative merits of wire and light steel bars, or again such a system as is employed on the R.E.P., is one deservinglof particular attention from designers. H. R. D'ERLANGER. WHALEBONE STRIPS WANTED. [365] I have read with interest the description of the construction of model " planes " given by your correspondent, the Rev. Harold Kelk, in your issue of December 25th, 1909, No. 52, page 837. Could you tell me where I could obtain the whalebone strips he speaks of? Canterbury. E. A. LATTER. MODEL MONOPLANE LIFT. [366] Replying to Mr. G. Mackay (344). As the flying speed is not mentioned, I have worked the lift out at 10, 15 and 20 miles an hour:— 10 miles between "9-'37 5 lb. or 14-6 ozs. 15 » » I-98--84 „ „ 30-13 „ 20 „ „ 3"5-2'4 „ » 56-38 „ As to the propeller, Mr. Mackay does not give size of rubber to be employed, or number of revolutions per minute. As far as I can tell he would need from 8-10 strands of tSpin. sq. rubber, or about 6 strands of £-in. strip. Hoping this will help. W. Didsbury. HAROLD VON SCHRODER. SIZE OF WOOD FOR BLERIOT MODEL. [367] I should very much like to ask, through the columns of your valuable paper FLIGHT, of which I am a regular reader, what would be the best size of wood to use to build a model Bleriot, eighth of the full size of No. n, and also the best propeller and motive power to drive it, so that it would fly between 500 to 600 yards. Sheffield. C. F. W. CUDWORTH. COVERING MATERIAL. [368] Very many thanks for publishing my inquiry in FLIGHT, January 15th, and for the answer. Perhaps, if you would be so good, you could inform me what the material was that Mr. Humphrys used on his tractor screw to cover up the wood. As far as I could see at Blackpool, it was a fine proofed silk, and struck me as a most sensible idea for pre serving and strengthening so important an item. Wishing your paper every success. GERALD J. NEWENHAM DEANE. [We do not happen to know the exact material employed, but perhaps Mr. Humphrys will oblige our correspondent with the information.—ED. ] SOME OTHER ANSWERS AND QUERIES. Answers. Model Drawings and Materials (334).—T. H. Wintringham, of Grimsby, suggests Hill and Co., 21, Bolton Road, Bury, for drawings and materials. J. Morris, of Pontypool, recommends A. Melcombe, of Castle Road, Bedford. " A.B." suggests the Melton Aeroplane Co., Melton Mowbray. We think a study of FLIGHT advertisement columns would also give considerable assistance. Working Drawings of Cheap Gliders (293).—Messrs. Norman and McKnight, of 145, Argyle Street, Glasgow, write that they are able to supply detailed drawings for building a glider. To Bend Bamboo (263).—W. F. Fletcher, of Ilkeston, states he finds dry heat the best for bending bamboo to a permanent curve, that from a gas ring being enough. Queries. Elastic Motor and Landing Chassis.—R. A. Cooksey, of Hildenborough, asks for particulars of a geared elastic motor suitable for a scale model Antoinette monoplane, scale 1 in. to I ft. Also particulars as to landing chassis for same model. 131
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