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Aviation History
1910
1910 - 0991.PDF
DECEMBER 3, 1910. i/DCHTl " Flight" Copyright. View of the 8-cyl. E.N.V. engine in place on the Hanriot monoplane. present day conditions to bring forward a criticism of this descrip tion, but it must after all be remembered that manufacturers essentially hope to obtain a fairly wide sale for their machines, and many aeroplanes are quite likely to pass into the hands of users who will not always realise the necessity of persistent attention to small mechanical points while their chief object is to get up into the air. The wider and the more rapid the development of aviation, the more is this likely to be the case—as it has been, for instance, in connection with motor cars—so that in considering the construc tion of machines, it is necessary, even now, to take note of features such as these, because of the influence that they may have on future design. deck is thickened so that it is safe for the pilot to stand thereon when mounting and dismounting. No wires of any description interfere with free access to this part of the machine. Three steel strips form a kind of cradle for the support of the body on the "A" type chassis frame, the strips being bolted to the inclined struts of the frame and passing under the body as shown in one of the accompanying sketches. Steel strips are also employed for lashing the main spars of the wings to the body, and it will be observed in the same sketch how these spars are mounted on blocks and lashed in place as described. The spars are not horizontal, but are set at an angle to one another, the "dihedral" being 7 ins., that is to say, the extremities of the wings rise 7 ins. above the shoulders. The spars in question are 3 ins. deep and 1J ins. wide, and they are constructed on the three-ply principle instead of being cut from one piece of wood. This is a departure from common practice that we have not noticed elsewhere, and in view of the criticism that has been levelled against the supposed tendency of monoplane|wing spars to buckle, this method of construction will doubtless arouse interest. The lamina1 of the spars are arranged vertically, but again bearing in mind the matter just referred to, it is conceivable that some use might be made of this principle with horizontal laminae to strengthen the spars against «he forward pressure ; it is the end thrust on a machine that is the difficult force to meet. The vertical forces can be more readily provided for because the presence of the propeller in no way interferes with any system of bracing that may be preferred. In the Hanriot monoplane it is worthy of note that the rear spars of the main wings are individually trussed by a diamond bracing, each spar being fitted with a vertical cross strut in the centre and the four extremities being tied by diagonal wires. The rear spars are hinged to the frame so that they can rock for wing warping, and the hinge pins are tied together by a steel tube so as to relieve the body of undue strain. The control of the Hanriot monoplane is mainly interesting on account of the use of two levers, one under the control of the pilot's " Flight" Copyright. View of the pilot's seat on the Hanriot monoplane. The lever on the left warps the wings, that on the right operates the tail-elevator. There is a pivoted foot-rest in front controlling the rudder. The switch is mounted on the warping-lever, and a rubber bulb for maintaining pressure in the petrol tank is attached to the elevator-lever. The hinging of the rear spars to the body can just be distinguished In the above illustration. " Flight " Copyright. Diagrammatic sketch illustrating the system of hand control on the Hanriot monoplane. A pivoted foot-bar, not shown, operates the rudder. The boat body of the Hanriot monoplane is constructed on the lines of a racing skiff, and it is well known that this form of construction produces a very strong and very light girder. The top of the body is entirely decked in, except for a little cockpit con taining the pilot's seat. Immediately behind the pilot's seat the left hand and the other under the control of his right hand. That on the left moves sideways and operates the wing warping, that on the right moves to and fro and controls the elevator that forms a hinged extension of the tail plane. In front of the pilot's seat is a pivoted cross-bar that can be rocked by the pressure of his feet. 989 C*
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