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Aviation History
1911
1911 - 0100.PDF
fOGHT FEBRUARY 4, 1911. appeared to be perfect, so far as one was able to observe. The total weight at present is just 14 lbs. It is designed for an approximate speed of 23 miles an hour. The propeller (the cost of which was nothing, except 9 hours hard work carving it out), is 1 ft. 10 ins. in diameter, by 2 ft. 6 ins. pitch, and should run at about 1,500 revs, per min. Any reader wishing to build a similar model should be able to do so by the aid of the accompanying scale drawing. ® ® Wing Action. [1050] Having been a close reader of all subject matter pertain ing to aeronautics for many years, I am naturally attracted to any letttrs expressing any particular views. It has been my persistent belief for many years in the eventual triumph of the direct lift principle and in this connection I some years ago designed and constructed a hovering propeller of very simple mechanical con struction, which I showed to the late Mr. Stanley Spencer, who expressed himself as very much impressed thereby. This propeller or lifter anticipated the one patented by a Polish engineer, M. Zarski, in Paris, by some six or seven years, besides being infinitely simpler in construction. I have taken every possible opportunity of closely watching the action of the bird's wing and am confirmed in my opinion, in spite of the fact of the wonderful progress made in aeroplane construction, that the eventual safe type of machine will be the active wing principle, in conjunction, perhaps, with the fixed plane, as opposed to the solely fixed plane, or, as I prefer to call it, the dead wing principle. I believe that many accidents have occurred through the aeroplane suddenly plunging into those so-called pockets or spaces of lesser density than that in which the plane was previously being sup ported. This being so, is it not clearly demonstrated that the very same tractor or propeller which drew or forced it forward pulls it downward to destruction immediately it enters this changed density ? In comparing the active as against the passive wing principle I argue this wise: The bird makes its own conditions of flight, by which I mean that not only is it able to rise directly from the ground, but should it suddenly enter a changed density of air it flaps its wings a little faster to gain the necessary support. Neither of these immensely important difficulties is likely to be overcome by the present plane principle. I may grant that the eventual large increase of speed will minimise the danger of travel in stormy weather, but the great danger in alighting is still unprovided for. I believe the action of a bird's wing is one of the simplest, at the same time complex of mechanical movements, and I should be very glad to know what your correspondent, Will A. Weaver (978) considers to be the Cost of Materials. All wood . . .. .. "| Obtained ~| 3 yds. model Pegamoid fabric J- from Messrs. V 1 4^-in. wheel and 2 6-in. wheels J Cochrane & Co. J 26 s.w.g. piano wire .. .. Aluminium tube, gd., bird-cage wire 6d. Varnish, nails and screws gd., ribbing 2d 36 £-in. square nuts .. .. Total s. 6 5 3 1 1 0 0 18 d. 6 3 3 0 3 1 1 6 8 ® ® Level Indicator. [1052] About two years ago there was a prize offered in France for an instrument to indicate the angle of elevation and depression of an aeroplane in flight, but there was no suitable instrument offered and the money was devoted to some other object. It was suggested at a meeting at Folkestone that a prize should be offered for such an instrument. I have invented a device (without pendulum or similar attachment) which accurately shows the angle of inclina tion of a plane in motion, but I am unable to bring it out for want of capital, and I thought perhaps one of your readers might like to join me. Only a small sum would be necessary. SAX. Gyroscopic Control. [1053] I noticed letter No. 975, December 24th, on " Gyro scopic Effect," by Mr. C. Wheatley. This s a subject 1 have thought a good deal about since the letter which appeared in FLIGHT, I think just after the death of Le Blon, drawing atten tion to this possible cause of the rather frequent accidents to rotary engined monoplanes. Soon after reading that letter the idea occurred to me to use the gyroscopic effect of the engine and propeller for controlling the machine. The method I propose to use differs considerably from Mr. Wheatlcy's proposition. Anyone having a barrel shaped fan motor on hand would be able to test the practicability of the idea very easily. The idea is to mount the engine (rotating type) and propeller, and possibly the auxiliaries for same on gimbal bearings in the same manner as a gyroscope and control the monoplane by swivelling the propeller so that it will lead in any desired direction. The engine and propeller and their auxiliaries could be mounted on the horizontal member of a cross placed in the vertical plane. This cross would be pivoted top and bottom in a square frame corner way up. Trunnions would project at each side from the other two corners of the square frame. The whole arrangement would be carried on these trunnions so CORRESPONDENCE. *»* The name and address of the writer (not necessarily for publication) MUST in alt cases accombany 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 p-eal viass of valuable and interesting corre spondence which we receive, i>/imediale publication is impossible, but each letter will appear practically in sequence and at the earliest possible moment. Farman Biplane. [1049] Though I have read almost every number of your excellent paper I have never been quite clear on the following points, and I should esteem it a great favour if you would answer them:— 1. In the H. Farman biplane what methods are used for maintain ing stability, and how are they controlled ? 2. To rise off the ground how does he use his front and rear elevators ? 3. What fixture has he for joining the upright spars to the top and bottom planes ? East Dulwich. EDWARD J. CREESE. [1. Balancers ; hinged flaps behind the main planes operated by moving the control lever sideways. 2. The leading edge of the front elevator tilts with the trailing edge of the rear elevator. 3. Aluminium flanged sockets.—ED.]. nearest approach to the bird wing or ornithopter principle as embodied in his latest machine. I should also like to understand the mechanical movement embodied in Mr. J. B. Passat's ornithopter (882), illustrated in FLIGHT of November I2th, 1910, as possibly an exchange of ideas may help to further advance my pet theory of the ornithopter prin- ciple. Manchester. T. L. MENDEL. Steering. [1051] Would you be good enough to give me a brief explanation of the various factors affecting the steering of an aeroplane, as I have been confused by the different principles that seem to be involved as regards the use of the rudder and warping the planes. Portland, Oregon, U.S.A. GEORGE L. BATCHELDER. [The actions accompanying the manoeuvre of turning a corner depend somewhat on circumstances, as, for instance, how quickly it is desired to effect the turning. When the machine flies over a circular course the higher velocity of the outer wing naturally causes that side of the machine to heel up relatively to the inner side. This amount of heeling may or may not be sufficient to prevent the machine sliding bodily sideways due to centrifugal force. If it is insufficient the wings will be warped to still further increase the banking and if the machine then heels over too much the warping is reversed so as to reduce the effect.—ED.]. 102
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