FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1911
1911 - 0040.PDF
I/LICHT] JANUARY 14, 1911. CORRESPONDENCE,. *,* The name and address of the writer (not necessarily for publication) MUST in all cases accompany letters intended for insertion, or containing queries. Correspondents communicating; with regard to letters which they have read in FLIGHT, would much facilitate ready reference by quoting the number of each such 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. THE WEISS MONOPLANE. [1014] In a recent number of FLIGHT you state that I found the " Weiss " monoplane rather hard to turn. This was not so. In fact I found that it commenced very well, canting over to its own angle and maintaining its balance. The cause of my finding a roost in the softest part of the sewage farm was due to two com pression struts not being up to their work. The machine was otherwise most remarkable as a flyer, being as light as snow on the controls, and very steady. As you doubtless know, the Weiss has no warping or ailerons. Shed 19, Brooklands. ERIC C. GORDON ENGLAND. [We are extremely glad to have Mr. England's assurance, as we have great admiration for the perseverance of those associated with the Weiss machine. Possibly the distance somewhat deceived our correspondent in regard to his impressions.—ED.]. MAN-CARRYING GLIDER. [iOIg] I notice with interest the letter from your correspondent, Mr. J. L. Elmslie, and should like to add a little to the information you give him, if I may be permitted to do so. I think he will find after his first few experiments that a more advanced type of machine is desirable, and for that reason it is advisable to keep the cost to a minimum. A machine of similar type I constructed about a year ago cost me about £6 for material, but if he is content to use bamboo and calico, which is quite serviceable enough for a start, he can keep his cost down to £3 or so. In my opinion it is well worth while to gain preliminary experience upon a machine of this type and will save breakages, perhaps wreckage, to a second machine. In the drawing he sends, if the shaded part is intended to indicate the pilot's seat it is in the wrong place ; it should, of course, be at the front of the main plane, not the back, and in point of fact I think to do any free flying with this type he will have to lean right out forward even of this or bis tail will not lift. Weight and size will preclude any such experiments as jumping off walls or fences, in fact he could not do it, for his tail would most certainly catch and break the outrigger spars. I think a slope of I in 7 or less would be better to start learning, but I agree with you that it will be necessary for a steeper incline to accomplish free flight. If Mr. J. L. Elmslie cares to communicate with me I shall be pleased to give him any further assistance in my power, as a keen interest in the subject and some practical experience has brought me in contact with a considerable amount of useful information. Dinant, Burnell Road, HORACE W. H. VAUGHAN. Sutton, Surrey. AEROPLANE CONTROL. [1016] On reading over a list of accidents that have happened to aviators during the past year I was much struck by the number that were evidently caused by the lack of sufficient control. One which will illustrate my meaning, although not coming under the real heading of an accident, is perhaps worth mentioning. Mr. T. Sopwith, at the end of his Channel flight, was reported to have said that the aeroplane canted up at a dangerous angle, under the influence of the rising wind, although the ailerons were drawn down as far as possible to counteract this turning moment. It was only by moving his body towards the rising side that he was again able to bring the machine back to its normal position. Had the disturbing force been suddenly, instead of slowly, applied, the machine must have overturned. It seems reasonable to conclude from this that the controls were inadequate, although the Howard Wright biplane is as well, if not better equipped in this respect than many others of this class. To anyone who has studied bird flight it will be obvious that a gull or crow (I name these as being, I think, the most common gliding birds) has means of control far in excess of those of any aeroplane. Either of these birds, gliding on a windy day, can be seen to alter the position of its wings or tail to an extent which must give, in proporticn, a far greater righting effect than any control fitted to present day machines. In addition, they are able to perform feats of gymnastics in their efforts to right themselves quite impossible to man or his machine. Another point I have noticed is this, the very early machines, which were notably fair-weather craft, had, practically speaking, the same sized controlling surfaces (or extent of warp in plane*) as the modern machines, although these fly in winds many times greater. Had the speed increased in proportion this would have counteracted the greater effect of the wind owing to the increased effect of the controls at higher speeds, but this is not the case. Against my argument will most likely be put the fact that greater controlling surfaces will require muscular exertion to move them in excess of the strength of a man. If this is the cise, and at the same time greater control is necessary, some light relay mechanism worked from the motor shaft must be evolved so that the control levers would act in a similar manner to the steering apparatus on steamships. I must apologise for the length of this letter, but in view of the rapidly increasing death-roll of aviation it seems a matter that requires urgently looking into. Carlisle. E. TEMPLE ROBINS. SIGNALS FOR FLYERS. [1017] The mysterious disappearance of Mr. Cecil Grace has undoubtedly given cause for much speculation in aviation circles as to how, when and where the unfortunate flying man met his end. As a result one expects to see and hear suggestions to prevent a repetition of this form of accident. For my own part I firmly believe that had Mr. Grace possessed means of making his presence and approximate whereabouts known, he would still be with us to tell the tale. During his wanderings in the fog laden air, who can deny the possibility of his machine being at some period within—let us say a mile—of some point where assistance was in readiness, awaiting the call as it were, either on land or at sea. As an example—during even hazy weather, near land and outside ports shipping would be at a standstill unless ships possessed means of signalling their presence and approximate position. The same example also applies to our railways. I would therefore suggest that every aeroplane, likely to encounter fog during flight, should be fitted with a powerful syren of great penetrating power and capable of being heard at a distance of at least 5 miles in still air. Such a syren could be driven off the engine and possibly the exhaust could be utilised. By a series of prearranged signals, in case of distress, communication could be established with land or ships at sea and assistance thereby readily obtained. In the case of an aeroplane I am of the opinion that at present the satisfactory operation of wireless apparatus would not be possible by the pilot and would have to be entrusted to a passenger. Also this system as applied to aircraft can hardly be considered sufficiently advanced to be reliable. In conclusion, I should like to state that my suggestion is quite simple and already proved practical, and I am certain it would be quite satisfactory and assist in extending the limits of the aeroplane's utility. Trusting you will deem this letter of sufficient importance to warrant publication in an early issue of your valuable paper. C. WIGHTMAN, Hon. Sec. Sheffield and District Aero Club. AN AERIAL LEAGUE FOR PUTNEY AND FULHAM. [1018] It is desired to organise in Putney and Fulham a branch of the Aerial League of the British Empire. May I appeal through the columns of FLIGHT to your readers in those districts, interested in aviation from a National point of view, for assistance in carrying on the League's campaign. Especially I would ask for help in forming a local committee, and shall be glad to hear from or see either ladies or gentlemen at the above address, when I will furnish them with all details. It is hoped that a meeting and lecture will be arranged shortly. F. J. SEAGAR-ANDERSON, late R.N., Local Honorary Secretary. 60c, Fulham Park Gardens, London, S.W. 40
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
