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Aviation History
1912
1912 - 0055.PDF
JANUARY 20, 1912. and the withdrawal of a single thin steel rod that serves as a common core to the several hinges from which this organ depends. Each side of the flat tail surface is applied to the body much in the same fashion as a monoplane wing, its two booms fitting into sockets, while it is held in correct position by four steel wires. This system commends itself in that the whole of the tail unit can, when necessary, be dismantled in a minimum of time with a minimum -of trouble. Mounted at right angles to the horizontal tail -surface is the directional rudder, half above and half below the fuselage. This is pivoted at its average -centre of pressure and is operated by means of a •crank arranged in the interior of a covered-in body. A small wooden skid, swivelling about the base of the rudder mast and connected to the body at its upper end by means of a shock absorber affords protection for the tail unit against contact with the ground. The cellule, 31 ft. in span is composed of two super-imposed single-surfaced planes, separated by a gap of 5 ft. 3 ins. Viewed from the front, its centre section, of 6 ft. span, is horizontal, while the two end sections, each of 12 ft. 6 ins. in span are given a •characteristic arched dihedral angle, the horizontal -end projection of which is approximately nine inches. Two triangular skeletons of steel Wbing, securely •mounted between the planes and braced thereto by steel tension wire, support the two tractors, their -centres being separated by a distance of 14 ft. Both planes are perfectly rigid except for a small degree of flexibility that is allowed the trailing edge by virtue of its overhang. Probably the most novel and interesting feature of the machine is the system of balancing employed. The balancers, being arranged -at ever-changing angles of incidence, according to the will of the pilot and the conditions of the machine in flight, automatically and simultaneously assume a camber best suited to the angle of incidence ;at which they are at the moment working. The surfaces of these l/yoBr) "Flight" Copyright Detailed view of the front of the new Viking biplane.—The mounting of the Gnome motor, the details of the landing gear, of the forward skid, and of one of the twin tractors are clearly shown. centres to an enormously strong forged steel fitting, to which are assembled the ash chassis struts proceeding from the lower plane. The upper end of each cantilever is anchored to the body of the machine by a pair of rubber shock absorbers. Uniting the two wheels is a tie rod, and diagonal wires carrying miniature shock absorbers are intoduced to keep them parallel to the geometrical axis Flight THE VIKING BIPLANE.—Side view, showing the covered-in body and arrangement of the tall. >pyr«ltt. organs are formed of an aluminium alloy reinforced with spring steel ribs, a clever but simple sliding arrangment allowing for the altera tion in the length of the top surface according to whether it is • concave or convex. Its conception is so extremely simple that •until one remembers that it is usually the most simple things that .are the most difficult to discover, one is surprised that it has not been thought of before. The advantages that this system possesses on the score of its efficiency are undoubted. As regards the undercarriage, not only is it of novel design but possesses the attributes of simplicity, adaptability and strength, • combined with a low factor of head resistance. Each wheel, .as can be seen from one of the photographs, is mounted between a pair of cantilevers, constructed from heavy gauge sheet .and channel steel. These latter are universally jointed at their of the machine. To prevent any damage resulting from too steep a landing a skid is fitted to the extreme nose of the body and two similar skids, but of smaller dimensions, are arranged at each end of the cellule to protect the wing tips. These are allowed universal motion and are governed by shock-absorbers. Weighing 800 lbs., the machine has been designed for a speed oi 55 miles per hour, and to carry its double human load for a non-stop flight of six hours. In the matter of speed, the intentions of the designer have been more than realised, for in practical tests that have recently taken place, this 55 miles has been handsomely exceeded. The Viking biplane undoubtedly represents a considerable advance en the admittedly sound work of the A.S.L. establishment, and if sheer merit goes for anything these days, it should pave the way for an exceedingly prosperous business year. C 2
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