FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1911
1911 - 0064.PDF
[/LIGHT] JANUARY 28, 1911. The elevator is still operate:! by a lever at the pilot's left hand, which lever is moved to and fro and is held in any desired position automatically by the action of a fricticn- brake embracing a drum on the shaft to which it is attached. The purpose of this constructive detail is to enable the elevator to be adjusted to a certain angle, say, for instance, for steady climbing, and to leave it there for any desired duration without attention. Another most important innovation on the machine is the Orville Wright type of control-lever for the rudder and warping movements. The operation of this lever is essen tially different from that used in the Wilbur Wright system and we have even heard it said that Wilbur Wright himself can no longer fly since all the Wright machines are now being fitted with his brother's device. But we have heard stranger things than this of Wilbur Wright, and whilst telling a story of this sort it is perhaps even more appropriate to tell another that is touching on the same point, although it gees back to the beginning of time when Wilbur Wright was learning to fly at Le Mans. Most people never knew that he was learning to fly there, but it is the truth never theless, and the reason why is precisely the reason for which he is said to be unable to fly now. He was unacquainted with the control of his own machine. When the Wri hts were developing their aeroplane they developed the details of control by degrees, and the two brothers, having different tastes in this matter, suited their own convenience in design. Wilbur Wright was not altogether satisfied with his own apparatus and just before going to France evolved the iiniversal lever with its diagonal and elliptic motions as a scheme that seemed to him best suited to his requirements. He never had a proper opportunity of practising with this control before he started flying at Le Mans, and a great deal of the one step at a time procedure, which characterised his method at that date, was doubtless due to this circum stance. The Orville Wright system is simpler than the Wilbur Wright control, but necessarily confusing at first to those who have learned to use Wilbur's lever. On the other hand, Mr. Ogilvie very quickly accustomed himself to its View of the warp and rudder-control lever on Mr. Ogilvle's Wright biplane. On the right is the elevator-lever controlling the tail, and by its side is the friction-brake that holds it in position. fitted. It is not generally recognised that the Wright motors run in the reverse sense to most engines, and the N.E.C. motor, following orthodox practice, consequently reversed the direction of rotation of the propellers on the Wright biplane. This caused a reversal in the trend of the spiral slip stream and upset the adjustment of the attitude of the tail plane to such an extent as to eventually necessitate a very material alteration before the effect was compensated. The new tail is far less sensitive in its action than was the Sketch illustrating the control of Mr. Ogilvie's "Wright biplane, old front elevator and Mr. Ogilvie tells how, when receiving instruction in the new control during his visit to America, the elevator lever was put hard over in each direction in order that he might be assured on this point. The machine stood on its head and then on its tail, as he described the effect of this manoeuvre, but remained under control ; which certainly would not have happened with the old system. 66
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
