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Aviation History
1912
1912 - 0524.PDF
JUNE 8, 1912. V. F. Conducted by A Successful Scale Nieuport Model. WE give this week illustrations and particulars of a type of model which we would like to see far more in evidence than it is—a type which one can really call a model as opposed to a " flying-stick." The model was designed and constructed by Mr. J. W. Burghope (Brighton and District Model Aero Club), it took three months to build, and is the result of over three years' experience, and the outcome of innumerable and miserable failures. JOHNSON, M.A. one Diece wire stayed ; length of skid, 12 ins.; wheel track, 9J ins. ; steeUx e'; rear skfd, Bristol type, cane. The wings are stayed m hfusual monoplane fashion-four wires above and the same below. The centre of thrust is in a line with the chord of the wings. Centre of gravity one-half the way along the chord of the wings. Cabane 16 s.w.g. steel wires fixed to fish-plate drilled out. Tested on a spring-balance, the motor gives an initial static propeller-thrust of over 14 ozs. Mr. Burghope's flying scale model Nieuport—a fine piece of workmanship. The model rises from the ground (hangar wood floor) after a run of 30 ft., and will then fly for 70 yards. Hand launched, 124 yards has been done combined with a duration of 14 sees., and an altitude of from 35 to 40 ft. The following are the chief dimensions, &c. :— Weight, 35I osts., since increased, we understand, to 37 ozs. ; the loading will, therefore, be slightly in excess of that given below ; CH»T*f*e»'l8C t ft MR. BURGHOPE'S MODEL.-Section of Wing. span, 49JI ins. ; length overall, 41.'. ins. ; built up double surfaced wings, Phillips' entry, small camlier, 9 ribs each, 22^ ins. by 9 ins. ; weight, 4 ozs. each; main spar, ^ in. by j in. J rear, J in. by J in. ; surface area, 2'8l sq. ft. ; loading, I2'63 ozs. per sq. ft. ; chord (constant), 9 ins. ; A.R., 5'5; angle of inci dence, 2°; tail, steel wire, 16 s.w.g.; area, 67 sq. ft.; span, As would be expected from the type of motor used, the propeller stops quite suddenly, the model then gliding down at an angle of about 1 in 4, the tail being so adjusted that it lands cabri (tail well down)—but at the same time not to any great extent. When the model rises high there is sufficient weight in front to make it glide at first and then pancake. In the building of a scale tractor model, Mr. Burghope, as the result of his experiments, considers that: The Chief Points for Success are: comparatively fine pitch propeller—very small angle of incidence—which of course means efficient planes—small camber— very small non-lifting tail, or one with slightly adjustable flaps ; fair sized adjustable rubber [rudder evidently is meant] to correct turning tendency owing to torque ; and, most important of all, propeller shaft in exact line with chord of wings. The covered in body preventing side slip and acting like a large vertical fin. In another communication Mr. Burghope says :—If the wings be so arranged that the tail be made non-lifting, and the C.P. of the whole machine coincides with C.P. of the wings, then when the motive power gives out and the model descends gliding, the result is that it hits the ground at the gliding angle — iHHBBHHBMHnni MR. A. F. HOULBERG'S MODEL.-(I) Launching; (2) Rising; (3) Off for the record. 12 ins. ; fore and aft., 10 ins. ; angle of tail with wings, 2°; rudder, 31 sq. ins., 67 fore and aft 16 s.w.g. steel ; propeller, Norraale type, 144 ins. diam., 16 ins. pitch ; pitch ratio, "91. Motor, rubber, twin l>evel-ball-bearing geared. Length between hooks, 31 ins. \ in. square sectioned rubber, 6S strands, 27 ins. each = 51 yds. ; 350 turns, l,8oo r.p.m. ; lubricated ; weight of rubber, S ois. ; fuselage, 33 j ins. long, Nieuport type ; max. depth, 47 ins. ; width, 4*5 ins., tapering to 17 in. in depth at the tail; armoured in front for 9 ins. from nose with JV in. Azuminium on sides and bottom ; dashboard Of JV in- Mme I chassis, heavy J jn. copper round tubing, Nieuport type ; soldered V's to skid; V all in 524 ?.i. ^ that the 6kid Wts-the propeller splinters and the machine goes tad over head-landing anyhow. Now if the tail be given a slight lift and machine so balanced that C.P. of whole machine and also the C.G. are rather behind C.P. of main planes then the tail will keep well up in flight at full speed, but will drop a little when power runs down owing to its comparative inefficiency as a lifting surface and the model will thus land a little A?£°71 lf, iS ^,tcr than nose down- Furth« o" he says 1 A first the model landed rather tail down (very safe if flying at low altitudes) but: wtten the altitude increased to 15 ft. and more I bent the flaps of the tail down a little bit with the result that it glided
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