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Aviation History
1910
1910 - 0298.PDF
\fUGm\ APRIL 16, 1910. CORRESPONDENCE. The name and address of the mritet (not necessarily for publication) MUST in all cases accomfany letters intended for insettion, Correspondents asking questions relating to articles which they have read in FLIGHT, would much facilitate our work of reference by giving the number of the letter. NOTE.—Owing to the great mass of valuable and interesting corre spondence which we receive, immediate publication is impossible, but each letter will appear practically in sequence and at the earliest possible moment. TO WATERPROOF CALICO. [455] A misprint occurred in the last paragraph of Miss Bland's letter, N<>. 441, which appeared on page 280. The amount of bi-carbonate of potash shouM read 3 grammes, not 3 ozs. As it was clearly stated in the first instance that all dimensions were in metric measurements the misprint will have been obvious to our readers. THE MULLINER MONOPLANE. [456] I notice in the current issue of FLIGHT, under the heading of " Flyer Silhouettes from Olympia," that you have been kind enough to mention the Mulliner monoplane. There is, however, one remark that naturally calls for an expla nation from myself, inasmuch as you state that " there are some parts, however, that we shall expect to see strengthened within a short while of this machine commencing its practical trials.' I think you will agree with me that the machine, having been shown in an incomplete state, was very liable to convey an erroneous impression in the matter of its strength. The monoplane.exhibited is admittedly a light machine, one of the lightest that have been con structed, but I believe that its strength will be adequate for its purpose. Practical trials will, of course, show up any weak spots that exist, but these will, in all probability, not take place before Whitsun. Northampton. GORDON STEWART. A CLERGYMAN'S MODEL. [457] I nave Deen an interested reader of FLIGHT almost from its commencement, and equally as interested in the rapid progress of aviation. Although I have never yet seen either a model or a full-sized machine, I herewith send photos of a model of my own make which will fly. or containing queries. 18 ozs. I want (if possible) you to publish this in FLIGHT, as I am anxious to arouse the interest in this place of the youths in aviation. Thanking you in anticipation, and also for your most interesting paper. Nailsworth. (Rev.) J. W. TIMSON. Length of main plane ... Width Length over all ... Length of tail and back fin ins. 36 9 42 16 Width of tail at back ... 12 Length of elevator ... 6 Length of rudder ... ... 6 Propeller of the Beedle type 7 The fabric is Nainsook. It is driven by an elastic motor of my own make ; ball bearings, and geared 6 to 1. Two yards of ^ elastic is used for motor, winding by a ratchet at back of frame. The frame is V-shaped, made of Kauri pine. The full weight is MODELS AND TOYS. [458] I notice in your interesting article on the models at Olympia, that you describe G. P. B. Smith's and M.Jones's models as toy biplanes. With regard to the first model, you slate that it is " a serious design embodying a tangible theory." In the interest of model makers, I do not think that serious attempts at model construaion should ever be classed as toys, even if they are made commercially. Both models were awarded the bronze medals of the Motor Union in the class for model aeroplanes, and I am under the impression that there was no class for toy aeroplanes. I have no doubt this is a misprint, and hope you will give pro minence to the fact. Blackheath. A. C. HORTH. [In the judges' awards, published on page 217 of the current volume of FLIGHT, it was distinctly stated that Messrs. G. P. B. Smith and M. Jones received their awards for toy aeroplanes ; our remarks on page 250 were based on these official awards. There is no doubt the judges had every desire to encourage original idea, but, as we pointed out in our article, it is a very serious matter to make an award for an idea if there is likely to be any implication thereby of official recognition of its value on full-sized machines. We do not think that makers of models should consider it beneath their dignity to have their machines officially classed as " toys" ; certainly we do not believe that the judges would have awarded any prize to Mr. Smith unless his model had been an interesting and instructive device.—ED.] THE NEGATIVE ANGLE. [459] In reference to a model shown at Olympia with planes set at a negative angle, might I suggest that the apparent paradox is due to considering too closely the relation between the angle of the planes and the centre line of the machine. The machine is not bound to maintain an even keel to the line of flight, and indeed the few flights which I witnessed gave me the impression that the body of the machine was tilted up, thus giving the planes a normal angle of entry. I tried a few experiments with a small model glider, and was able to adjust the planes to both a positive and negative angle to the centre line, providing that they made the proper angle with each other depending on the centre of gravity. There seemed steadier The Rev, J. W. Timson and his model.
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