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Aviation History
1912
1912 - 0573.PDF
JUNK 22, 1912. pm Conducted by V. E. JOHNSON, M.A. Petrol'Engined Models. Mr. F. Mayer (Messrs. J. Bonn and Co.) writes us as follows re the above :—" I notice in your article in FLIGHT, June 8th, under the heading ' Models,' an enquiry n?petrol-engined models. Having built a number of these large models, and having had considerable experience and success with them, I may be able to advise your correspondent. I recently built and flew a model monoplane fitted with a ir|-h.p. engine (see illustration). It was of the O-i-P-l type. I have not the exact dimensions before me, but from memory they are :—Span 13 ft., chord 3 ft., tail plane 5 ft. 6 ins. by 2 ft. 6 ins., overall length of model 13 ft. 6 ins. Various types and sizes of propellers have been used, the one in photo is 40 ins. diameter by 1 ^(pp^^^^^^ *-^^sp^,. ^ II nSfth" «*" ^aJBF^ .— ' • 1 SET — i "1 A IJ-b.p. petrol-engined Mr. F. model and Mayer. its constructor, 30 ins. pitch, turning at about 1,000 r.p.m. Weight of complete machine as shown, 41 lbs. This propeller gives a thrust of 14^ lbs. (static). Flying speed 20 to 23 m.p.h. Your correspondent does not state what part he wishes to make of I in. sq. wood. I use silver spruce in the following sizes :—I in. sq. for most parts of the under carriage, J in. sq. for fuselage, f in. sq. for front main spar of wings, \ in. by § in. for rear spar, the ribs are steamed from f in. by T\ in. The tail-plane is made of \ in. by \ in., front spar § in. by -fa in., rear spar § in. by ^ in. ribs. Two vertical fins are fitted below tail. Fittings, wood, propeller, &c, can be had from Messrs. J. Bonn and Co., who make a speciality of large models. Any further particulars I should be pleased to give, and a letter addressed to me at the above firm will receive attention." British Model Firms and Coming Competitions. Mr. R. R. Drake (Llanberis, Curtis Road, Hornchurch) ina letter referring to the above subject says : "I happen to be in a position to endorse your remarks in FLIGHT, June 8th issue—particularly your statement as to the attitude of the more leisured classes towards the ordinary type model. Although not exactly a firm, my whole time is occupied in executing the special orders of the largest retailers in the kingdom for model aeroplanes, and of late I have noticed that although orders for models which rise from the ground and hydro-aeroplanes have been plentiful, not one for an ordinary type of model has been received [Mr. Drake means, we presume, the flying stick type]. Moreover, these models have been ordered by the very class of people you mention—being mostly for sons of titled or well-known persons." Mr. Drake also incidentally mentions that he is placing on the market a model hydro-aeroplane which has been successfully tested against those of French origin and has, moreover, the advantage of being considerably cheaper. Messrs. T. W. K. Clarke's Hydro-Aeroplane Floats. We have just received from this well-known firm some samples of their new floats. The fact that they are issued by this firm is really a sufficient guarantee without any further recommendation from us. The only fault that we can find with them is that we think they are too good for the price—but that is not likely to be a drawback so far as purchasers are concerned. We propose next week dealing with the subject of model hydro-aeroplanes, in connection with which we have recently been making a number of experiments, and will refer more fully to them then. In the meantime anyone already experimenting, or about to do so, cannot do better than purchase a set. Flight by Human Energy. Mr. Charles J. Reynolds, referring to Mr. Stoddart's experiments (FLIGHT, June 1st issue), says : " Mr. Stoddart thinks it possible to construct a machine by the aid of which it would be possible for a man to fly without the aid of any additional power beyond that afforded by the man's own muscular exertion. To my mind the answer is in the negative, and emphatically so, for this reason, that no man eats enough. For it is a physiological fact the better the [flapping] flight the larger the appetite, and that in nature any creature that flies has an enormous appetite in comparison with those that do not rise from the earth. Many birds habitually eat more than their own weight of food per diem, and this is only what is to be expected when we consider the enormous energy required to lift and maintain a living body in sustained flight in the air in com parison with that required for mere locomotion on the ground. Muscular energy is solely derived from the food consumed, and it therefore follows that the greater energy required to be exerted by flying creatures is made possible to them by nature in providing them not only with enorn ous appetites but with the power to assimilate the food devoured in a given lime." Tails on Model Nieuports. Mr. J. W. Burghope, in reference to our query in June 8th issue, writes us as follows : " At first the model was a trifle tail-heavy (tail non-lifting), and the model landed tail down. The skid was then loaded with small pieces of lead, leaving the tail still non-lifting. It then glided and landed at gliding angle, i.e., nose rather down, C.P. of whole machine coinciding with C.P. of wings. This had a bad effect on the skid ; which was then unloaded, and the tail was made to lift by bending the tail-flaps down a trifle ; this kept the tail well up in flight, and when the motor had run out the model glided, gradually flattening out and losing way until it either pancaked or landed tail down, according to wind, altitude, &c. The point being that the model glides whether the tail lifts or not, but with a lifting tail the glide flattens out to a pancake." A depressing tail was also tried, the flaps being bent up, with the result that the machine switchbacked very badly, landing at an angle from 1 in 2 to 1 in 1, which did not improve the skid. The tail is, however, even now only " slightly" non-lifting. The gear wheels are "level" and not "bevel." Mr. Burghope also states that he did not mean to convey the idea that he considers a very small tail is to be preferred—but the opposite. The model is now fitted with a new skid of hickory wood, and the copper Vs are now replaced by steel ones of the same weight. Replies to Correspondents. B. TRASK.—We shall be pleased to do as you suggest should it be possible to do so, but we are much pressed for space at present. C. R. Ridley, winner of Model Engineer Challenge Cup and Silver Medal, June 8th, 1912. 573
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