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Aviation History
1911
1911 - 1035.PDF
DECEMBER 2, 1911. midway between these ribs are fitted pairs of silver spruce lath ribs which support both top and bottom surfaces. The intervals between these ribs are further divided by the application of single lath ribs which support the lower surface only. A good idea of the construction of the plane skeleton can be gathered from the accompanying sketch, and the neat workmanlike manner of accommodating the ends of the compression struts is also shown. The method by which the end sections are rendered detach able is closely analogous to that employed in the fitting of Bleriot monoplane wings. Both front and rear spars of the central section project on each side for a distance of 6 inches beyond the end of the plane. Each projection is cylindrical in form in order that it may be accurately accommodated in the large-diameter steel tube which forms the termination of the corresponding spar of the outer section. A notable feature as regards the wing construction is the fact that no tacks are used, every fastening being entrusted to either bolts or wood screws. The outriggers, which proceed from the front and rear booms to support the elevator and tail surfaces respectively, are identical in every respect, and they are applied to the planes by means of magnalium-bronze sockets. These latter embrace three sides of the wing spar and also accommodate the vertical cellule struts and those struts supporting the landing carriage. Contrary to customary practice, Paterson has not adopted a front elevator working in conjunction with a flap hinged to the rear edge of the tail, but has entrusted the function of steering in a vertical sense to a single slightly cambered surface mounted about 13 feet in advance of the main planes. In horizontal flight this surface presents an angle of in cidence slightly in excess of that of the main planes, this feature doubtless contributing to a certain extent towards the longitudinal stability of the machine. The fixed tail plane is identical with the forward elevator, both as regards size and camber, and its attitude is positively incident to the line of flight. Hinged to the tubular mast of steel, which forms the keystone in the construction of the tail unit, is the directional rudder. This organ, rectangular in shape, is constructed of sheet aluminium of light gauge supported by a thin wooden frame-work. A neat ash skid, pivoting about the base of the tubular mast before mentioned, guards the tail against damage by contact with the ground. With the object in view of utilising the main supporting surfaces as an air brake in order to quickly bring the machine to rest after landing, the tail unit is high-built and arranged l/liGHT] as compactly as possible. By so raising the situation of the tail with regard to the remainder of the machine, the main planes present a large angle incident to forward advance when the rear skid is touching the ground, and so perform this secondary function of air brake. It was during his early experiments over the smooth sands at Freshiield that Paterson was first impressed by the need of quickly retarding the forward motion of the machine on landing, and although he tried all manner of frictional brakes applied to earth cither directly, by means of rubbing skids, or indirectly, by braking the running wheels, the conclusion was arrived at that the system at present adopted was the most efficacious and by far the simplest from the constructional point oi view. The unit which accommodates the pilot, passenger, fuel tanks and motor has been the object of refinement in design. The front section which supports the pilot's and passenger's seats, and to which all the control wires are carried, is detach able from the rear section, to which are attached the tanks and motor, by the simple expedient of withdrawing four bolts. U-bolts have been dispensed with for assembling this unit in the cellule. The bearers rest on brackets shaped integrally with the four very strongly constructed central struts and are attached thereto by four bolts, one through each strut—a method which makes for ease of dismantling and facility and accuracy of re-erecting. Almost identical with that originated by Henry Farman is the running gear with which the Paterson biplane is furnished—the only difference being that the radius rods are much shorter and consequently subject to each other a more obtuse angle at their point of attachment to the skid. They are so arranged that the wheels will have a greater '* lock " for swivelling. Control of the elevating and balancing surfaces is operated from a " gate " lever of the type first employed on the Macfie biplane and later adopted on the Grahame-White " Baby." The customary foot-bar controls the steering laterally. As our readers are no doubt aware the machine has been built with the object of using it for a tour of exhibition flying in South Africa. For this purpose it is exceptionally well suited as it is capable of lifting two passengers in addition to the pilot and of maintaining a speed somewhere in the neighbourhood of 50 miles an hour. For facility of transport it is quite exceptional, as the whole machine, motor included, can pack awav in a case, the dimensions of which are no more than 14 ft. by'6 ft. by 8 ft. Its weight without fuel or human complement is 750 lbs. ® ® ® ® FORTHCOMING DISCUSSION ON THE MILITARY AEROPLANE AT THE AERONAUTICAL SOCIETY. IN view of the all-absorbing interest of the proposed Government campetition for military aeroplanes—part at least of which interest is centred in guessing the answer to the riddle, " What d >es the Army want?"—the discussion organised by the Aeronautical Society for next Wednesday, December 6th, has certainly been planned for the psychological moment. On that occasion Col. Capper will open the argument by defining the principal headings of the subject and by giving his views on each, so that Major Sir Alexander Bannerman, Commandant of the Air Battalion, Capt. Burke, Capt. Broke Smith and others who have been invited to take put mry si nilarly address their remarks towards the elucidation of certain specific points at issue. This methoi of treating the subject is, at a properly conducted meeting, conducive to the extraction of the maximum amount of information in the minimum amount of time, and it makes for a lively and interesting evening instead of one of those solemn assemblies to which scientific so:ieties are prone. Not only is the subject matter of this opening meeting of the Aeronautical Society's winter session uncommonly appropriate, bat it reflects credit on the enterprise of the Services Committee who have in hand the organisation of the Naval and Military interests within the Society. Very wisely, the Council have subdivided their labours among sectional committees of this kind, and it is to be hop;d that there will be a healthy competition among the different depart ments to provide the bsst and most attractive entertainment for members by arranging for instructive and interesting discussions of this order. Taking the particular subject in question, there is nothing on which the entire aeronautical industry feels more concerned at the present moment than to know what sort of aeroplane the Army really requires. Various manufacturers are prepared to build any thing that may be wanted once they can obtain some idea of what is likely to be required, and, if for this reason alone, there should certainly be a thoroughly representative gathering of members of the Aeronautical Society and their friends on this occasion. Further more, as the Aeronautical Society represents the engineering and scientific sides of the movement, the meeting should also be pro ductive of words of wisdom from those who have had experience in the building of aeroplanes, and are likely to be responsible for the design and construction of such machines as will take part in the Government competition. It is the intention of the organising committee that the discussion should be limited to the aeroplane as it exists to-day ; that is to say, that it should be conducted on eminently practical lines, and not wander off into the realms of future possibilities, which may be safely left to look after themselves just for the moment. This ought to attract the engineer to the meeting for the reason that he will be able to grasp how and in what manner his own machines could be improved in the eyes of the military experts, and having regard to the fundamental importance of the military use of aeroplanes on the development of the industry, and also to the difficulty of obtaining expert military knowledge of the subject within the limits of an ordinary commercial organisation, this discussion, and others like it, should prove of the utmost value to the manufacturer. Such questions as speed, radius of action, altitude, rate of ascent, passenger accom modation, and special equipment, are all subdivisions of the main subject in which the engineer needs to know the opinion of the Army man ; equally they are reasons why all and sundry should make a point of going to the Royal United Service Institution in Whitehall at 8 o'clock on Wednesday night. Those who are not members of the Aeronautical Society and who have not received special invitations must obtain a card of admission from a member. 1037 C
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