FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1910
1910 - 0341.PDF
APRIL 30, 1910. self-praise. That pattern-makers may " adapt" themselves to the work is very probable. We claim that cabinet-makers are the most experienced of what is required, and the manipulation of wood, particularly for constructive purposes, have a much greater knowledge than a pattern-maker can ever hope to have. A cabinet maker's ordinary occupation has taught him what is essential in woodwork for aeroplane construction, and do not need adaptability. This has been recognised by firms of the highest standing, who employ them, and as the industry develops a larger proportion of cabinet-makers will be employed. FRANK SMITH, General Secretary Amalgamated Liverpool. Union of Cabinet-Makers. BAMBOO, H.P. AND PROPELLERS. [486] Will you kindly inform me through your appreciated columns— 1. Where bamboo in 20 ft. lengths is obtainable, and price. 2. Should the " thin " or "taper "end be used for the tail part of the frame ? 3. Is there a system for making joints in bamboo other than by- binding or by boring holes with red-hot wire ? 4. The wing span is 20 ft., and length about same; width of wings is 5 ft. Can you tell me lowest h.p. engine required to drive it, also what length propeller? Harrow Road. H. NlLRUH. I/POHT; GLIDERS. [487] Many thanks for the answer to my last inquiry. Since writing to you I have modified the design of the glider. As at present projected it has a 36 ft. span and a 7 ft. chord, giving an area of 252 sq. ft. I intend to fit an elevator, or tail, or both, of sufficient area to support the weight of their own outriggers. I also contemplate launching it from a Wright pattern derrick and rail. This would enable a good speed to be attained to start with. Do you think :—i. That 252 sq. ft. is sufficient area (I weigh 150 lbs.) ? ii. That the Wright system is suitable for launching ? iii. That an elevator, or a tail, or both, is best ? iv. That bamboo poles 18 ft. long, diameter if ins., tapering to 11 ins., are sufficiently strong for the main spars, if bound between each knot, and well stayed with wire ? W. W. SMITH. [i. The new area is much nearer a value that justifies preliminary experiment, ii. Probably ; would be worth trying, iii. P'ollow a definite system like ihe Wrights' first ; modify only as the result of experience, iv. The binding of the bamboo is a good feature, but it is difficult to give an opinion on the size owing to the flexible nature of bamboo. It would be a good plan to test the deflection of the rods selected by hanging weights on the end.—ED.] ANOTHER BRITISH MACHINE. [488] Enclosed is photo of my latest machine, which I tried for first time last week. I have not yet attempted to rise her, but results so far are very promising. Particulars of machine are :—Equipped with wheels and skids, weight complete under 500 lbs., front elevator and ailerons, controlled by one lever, rudder actuated by feet, 20-h.p. motor air-cooled, auxiliary exhausts, adjustable pitch propellers 2 ft. 8^ ins. at 1,500 revs, per min. Total surface 200 sq. it., all planes double surface. In photo I am seated. My brother, by propellers, is constructing a biplane, a few particulars of which he hopes to favour you with when completed. The whole machine, bar engine, has been entirely constructed in Monmouth at Mr. T. Preece's Carriage Works. Monmouth. CHAS. H. PARKES. BIPLANE CONSTRUCTION. [489] No doubt aviators will be asking themselves the question, especially after the fine recent performances, " Which is the most reliable machine ? " For my part I am in favour ot the biplane, and should recommend it to beginners as being more reliable and controllable. The mono plane requires a good deal more handling, and has to be driven at such a high speed before it will lift, and of course the same thing happens when it comes to earth, the descent being most rapid. As what we want is an aeroplane that will lift quickly, and come to earth slowly, I should like to suggest the following hints to amateur constructors :— Biplanes should be made as light as possible, the ribs being spaced about 1 ft. apart and § in. in width will answer very well. Make the main-spars stronger than for the outer planes. See that you have the proper camber—^ of the chord is about right—and that it is well forward, this works out at 3 ins. when the ribs are laid on a flat surface. Make the planes as flat as possible, a big hump on the top does not count for much. Be sure and make the outrigger frame strong, as I find that what looks strong in theory is weak in practice. The width of the wood should be i^ in. by 1 in., and can be tapered at the front. Look to the rudder surface area ; it is no use having a small one, as you will have to steer on the earth before you fly. Propeller pitch is a great point. A propeller Made that is made to resemble a knife is not much use ; an angle of about 400 should be all right. It is thrust we want, not revolutions. The main planes can be built up as illustrated in previous Nos. of FLIGHT, with detachable struts. Be very careful to make the end ribs extra strong, as when the planes are being covered the end ribs have the knack of giving in. It is advisable to fasten a piece of thin wood across at an angle of 450 from the spar to the rib, which will stiffen them, and the fabric can be fixed by nailing a thin lath on the top into the blocks of the ribs. Wandsworth. WALTER YEATMAN. SINGLE-SURFACED PLANES. [490] I would be obliged if you or one of your readers could inform me if it is advisable to have the ribs of a single-surfaced plane on the upper or lower side. Croydon. S. A. HALL. [We would suggest the upper side, leaving the under side quite free and smooth, but some of our readers may possibly have arguments in favour of the reverse, and if so we should like to know them.—ED.] WING PROPULSION. [491] Having taken in your excellent paper almost from its birth, and read the many interesting letters of your correspondents, I feel I should like to ask their and your opinion on a new method Mr. Charles H. Parkes' monoplane. 339
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
