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Aviation History
1910
1910 - 0657.PDF
AUGUST 13, 1910. front edge and its tangential entry and affording by means of the camber a uniform rate of downward acceleration to the air. Our correspondent suggests that we have not explained the dipping front edge before, but from our first reference to it on page 296 of the first volume of FLIGHT until the present time, we have repeatedly referred to the matter in all its aspects, and many of our footnotes to letters of other correspondents have dealt with this most important point in aeroplane design.—ED.] GLIDER DESIGN. [678] I am anxious to construct a glider, and should like to know what you would suggest as a suitable area to support a total load of 300 lbs., and also whether it is necessary to have any special fabric for the wings. Cardiff. R- G. C. ROBINS. [We would suggest basing the design of the glider on £ to f-lb. per sq. foot, and it is unnecessary, in the first instance, to use special aero fabric, although it is doubtless preferable in the long run. A good strong calico will serve.—ED.] STEERING CONTROL. [679] While greatly interested in the diagram of the above device described by M. F. Wheeler in letter No. 600, permit me to point out that this " combined " means of control is by no means new. I remember while enjoying the privilege of serving under Mr. A. V. Roe of triplane fame nearly two years ago, he developed a similar but more complete method of universal control for one of his first machines. I considered this somewhat of a masterpiece for combined utility and ease of handling, and until I saw your corre spondent's description of his design I have seen nothing like it. Newport Pagnell. HENRY BATH. STABILITY DEVICE. [680] The suggestion of Mr. J. H. Dorans (No. 602) has its dangers. It would be absolutely necessary to cut out the apparatus when turning a corner, or. the centrifugal action on the mercury would capsize the machine by causing a rise on the outer edge of the curve. As a turn is often wanted on short notice to avoid obstacles or to compensate for gusts, the cutting out must be automatic. More complications to get out of order. Its action would have to be gentle or slow, otherwise its jerky action would be fatal, especially when the machine is in difficulties, just when assistance is most wanted. This, would imply additional mechanism, as the ordinary control must answer quickly. Mercury contacts are for ever oxidizing and becoming no contacts. Hastings. H. F. CHESHIRE. "FLIGHT?" [681] Is not the word " flight," as applied to aerial machines, a misnomer? Is not the propelling power and the shape more in harmony with the characteristics of the flying gurnard of the Indian seas, or the dolphin and the whale moving in the denser element, water ? The action of the propeller at the head of the monoplane is not widely dissimilar to the action of the pectoral fins of the fish ; the revolution of the propellers at the stern of the biplane performs the propulsive duties of the caudal fin, used chiefly by the largest dwellers of the ocean. Other fins, such as the ventral, anal, dorsal and pectoral, serve the same steadying purpose to the fish in the water as do planes in the aeroplane in the air. They both likewise serve similar duties for elevation or depression in their respective elements. Swimming in the air would be a more exact definition of the movement of aerial craft. Nor do the huge blundering airships possess any of the characteristics of the bird ; in outline they resemble a fish, and when in motion a marine monster propelled by the caudal fin. Architects of these vessels will undoubtedly eventually copy the section of the fish when fashioning their craft, instead of persisting in the sausage-shape pattern up to the present time adopted. Speed, consequent on less resistance to the air, will be gained ; also a greater facility in steering will be obtained, owing to the resisting lateral sides affording an improved fulcrum. Sydenham. G. H. LANE. PARACHUTES AND AEROPLANES. [682] As a constant reader of FLIGHT would you kindly inform me whether it would be possible for an aviator, 1,000 ft. in mid-air, to leave his seat for terra-firma by means of a parachute. Birmingham. JAMES SMITH. [It would be quite out of the question at present for a passenger to attempt a parachute descent from an aeroplane, for, in the first place, the parachutist would have very little chance of quitting the machine in safety, owing to its high speed, and secondly the pilot could not possibly be expected to keep a modern machine under control whilst such an operation was in progress.—ED.] [/LEI MODELS. HELICOPTER-AEROPLANE, [683] It is my intention to experiment with a propeller attached to the top of the machine with a view of lifting the machine off the ground without taking the usual run along the ground until sufficient speed is developed to allow the machine to rise. If you have heard of any experiments in this direction, and the results which have attended them, I should be much obliged if you could let me know through the medium of FLIGHT. I must congratulate you on your splendid paper, which, in my opinion, no model maker can afford to be without. Barnes. L. G. WRAY. [A machine that cannot run along the ground, even after it DM been given an initial start, is not likely to be able to fly if it is lifted up into the air by means of a helicopter, because in flight the pro pulsive force has to overcome aerodynamic resistance due to the support of the machine while on the ground, the dead load is taken by the earth so long as the speed is inadequate for flight. In any case the heMcopter would be an encumbrance, and would involve considerable extra weight.—ED.] MODEL ENGINE POWER. [0384] I shall be pleased to have suggestions from your readers as to a suitable motor for driving a model monoplane. The span is 40 ins. ; chord, 11 ins. ; overall length, 40 ins., and the weight without the propeller is 9 ozs. Hendon, N.W. A. CURTIS. CHASSIS FOR MODELS. . [685] I enclose a sketch of a light and very simple chassis that l have used successfully on models, in the hope that it may interest L other readers of FLIGHT. The wheel is carried on a cantilever, and is sprung by means of elastic, similar to that used for the " motor in the manner indicated in the sketch. Glasgow. A FLIGHT SUPPORTER. MODEL CLUB FOR BLACKPOOL. [686] Seeing your correspondent's letter (654) re proposed model aero club for Blackpool, I heartily second the notion. 1, like your correspondent, know many who would become members. I take the opportunity of writing this to see if it will be possible for some gentleman to fix up a meeting. 41, Brunswick Street, Blackpool. JOSEPH H. BOLTON. MANCHESTER MODEL CLUB. [687] In your issue of August 6th, No. 672, is a letter headed " Manchester Model Club," which, if allowed to go uncorrected, may cause a misapprehension. There is in connection with the Manchester Aero Club a model section, already in full swing, with its own flying ground, workshop, and information bureau. We have members of the model section from all the surrounding districts, such as Swinton, Worsley, Altrincham, &c. Some excellent prizes are offered for flying competitions, and a full series of interesting lectures has been arranged for the winter. The subscription is $s. per annum for juniors, and 71. 6d. for adults. I shall be glad to forward a syllabus to anyone interested on receipt of a postcard. Manchester Aero Club, JOHN W. CARR, Hon. Sec, 33, Mansfield Chambers, St. Ann's Sq. Model Section. 655
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