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Aviation History
1910
1910 - 0319.PDF
APRIL 23, 1910. HEAVY MODEL MONOPLANE. [472] In your issue of February 5th, Mr. G. Mackay asks what is the greatest possible weight for a model monoplane of l| sq. ft. supporting surface. The following may be of use to him :— A small Clarke flyer, which is a fairly swift model, carries 6'8 ozs. per sq. ft. Mr. Montford Kay states that his models carry J-lb. per sq. ft. Mr. Twining reports having obtained a lift of 4-4 ozs. per sq. ft. at 15 m.p.h. Assuming that the lift of an aeroplane varies as Vs, this gives a lift of 7-8 ozs. per sq. ft. at 20 m.p.h., which is about as fast as a small model can be make to travel, according to Mr. Twining. This last figure gives Mr.lMackay's model a weight of 12 ozs. approximately. Hoping this may assist your correspondent. About 20 strands of TVin. square elastic should be plenty to drive an 8-in. Cochrane propeller. Hampstead. B. G. BENSON. TRANSPORTING FLYERS. [4731 Enclosed herewith please find photograph that may be of interest to many of your readers. It represents a biplane, belonging to the Hon. C. S. Rolls, being removed from Olympia to the Isle of Sheppey. The case is 40 ft. long by 8 ft. 6 ins. by 8 ft. 4 ins., and the weight of same about 28 cwt. The 60 miles were covered in 8J hours without a hitch, although we believe it was the largest ever removed over English roads, and no trouble was felt in passing through London and taking the many sharp corners. The lurry is a 18-h.p. Ryknield, loaded with parts and packing-cases. The biplane was carried on a specially-built platform on two wheels, fitted with pneumatic tyres. We are making a special feature of the removal of aeroplanes to any part of England. Balhim High Road. FRENCH'S GARAGE. THE RIGHT CLASS OF WORKMAN. [474] In reference to the above, I am greatly pleased, in fact, proud, of the manner in which your correspondent, Mr. John W. Gordon (443) so ably upholds the high-class ability of the coach- makers as craftsmen, and, being myself one of the real " old- fashioned " road-carriage body builders, cordially endorse from a thoroughly practical point of view all that gentleman says, and gladly add much more than he has said on this all-important matter. And while bowing with all due courtesy to, and respect for, all other trades, pattern-makers included, and their various craftsmen, I venture to s'ate that there is no other trade in existence which requires so much close and careful attention to the smallest detail of construction as is, and always has been, exacted from the practical coachmaking hand, and further, there is no other craftsman whose working education is required to be so wide and universal at their trade as his. From the start he has to be most intimately acquainted with the intention of his drawings in minute detail and measurement (I am dealing now with the " body-maker," but the same in degrees applies to all the branches down to the labourer); then comes judgment and arrangement of different kinds of wood for different parts and purposes, intimate knowledge of these woods for their separate duties and places, their symmetry of shape, completeness of finish, and finally to harmonise in sequence with the painters, trimmers i.e., upholstery), leather workers, and finishers, in fact all other departments. Add to all this the highly-trained and educated ideas of the employers themselves, who constantly aim at turning out the (/JJGHT) " next thing" better than the " , st," and who are constantly giving out the latest and the best to tueir men to work to, and leave neither " stone " nor " sand" unturned to get something better if possible, and still add the fact that coach and motor-making crafts men as a body are always more or less above the average of intel ligence (or they would be useless). Then, I maintain, Sir, you have in them the finest and most complete set of capables for the construction of the flying machine, which above every other practical object requires the very highest and best combination of intelligence and ability obtainable. To some unacquainted with the personnel and the objects of the trade named (coachmaking), the above statements may seem over drawn, but I can assure them these statements are facts, and are well within limits, as I have been in personal contact with numbers of my confreres in all the departments, and I have never yet met a man who, fairly good at this trade, but he was able to tackle suc cessfully other work of a kindred or abstract type with credit to himself and satisfaction to his employers. Hence I cordially echo Mr. John W. Gordon's admirable reminder, " Don't forget the coachmakers," for they are, in my humble opinion, pre-eminently the craftsmen most suited for the highly scientific, comprehensive, and delicate production of flying machines, and in whose hands I myself would always feel perfect confidence and safety. Newport Pagnell. HENRY BATH. "PROPELLERS" AND "TRACTOR-SCREWS." [475] Could you oblige me by inserting in FLIGHT the difference between " propellers" and " tractor-screws," as I am ignorant as to the difference. Maida Hill, W. F. ADAMS. [A propeller is situated behind, and, therefore, pushes the machine ; a tractor-screw is placed in front, and, therefore, pulls the machine through the air.—ED.] MODEL FRAMEWORK CONSTRUCTION. [476] Will Mr. J. H. Wilkins (322) be good enough to tell me how he makes joints with the dowel sticks (which I presume are round) he uses. I have used them, joining by drilling one piece and sharpening the other, but find this method unsatisfactory. In a new model I am building I intend to use shellac proofed calico for wings, as I think it will fasten without the aid of camber stays, thus cutting down the weight. Can any reader who has tried same give any advice ? Denton. ALFRED ALLEN. AN AERIAL PADDLE. [477] With reference to letter No. 305 on page 66 of your issue of January 22nd, 1910, re an "Aerial Paddle." Mr. E. Simkins writes that he would be pleased to demonstrate this to readers feeling interested, by appointment. I should be obliged if he would let me have his address in order that I may make an appointment with him, as I feel sure I can also greatly interest him. I take this opportunity of informing you that your paper has been the means of saving me a lot of time, worry and money ; it keeps one informed of what is being done and thereby prevents other people from making the same thing. Wishing your paper every success. City Road, N. J. D. HOLLAND. [478] Many thanks for your kindness in publishing our letter- We have tried the propellers (Letter 305) again with the planes attached as a self-propelled machine, and with the blades opening to give a little lift as well as propulsion. We got a considerable lift in a very high wind, as the area is about 72 sq. ft. It is a good start. I may say since the advent of your valuable paper I have had some considerable success with my models which I was unable to obtain before. Again thanking you for your kindness. Highgate, N. E. SlMKIN. THE DIHEDRAL ANGLE. [479] Re your article on "The Dihedral Angle Problem," I should like to bring to your notice the following points, which might throw some light on the subject:— In Fig. I, R is the resultant of the two normals, P, and V.-., which, if the aeroplane is travelling at a fixed speed, is a constant force, varying in its direction, as the machine heels over one way or the other. (This assumes that, for a given speed, the normal to any " plane " is constant whatever the position of that plane in space.) R is, of course, equal and opposite to^, the force of gravity. 317
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