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Aviation History
1912
1912 - 0583.PDF
JUNE 29, 1912. Those aboard the machine are protected from the rush of air by a bulkhead that separates the motor from the cockpit. The magnetos—there are two—however, protrude through this bulkhead, as also does the rear end of the crank-shaft. To this a chain-wheel is keyed for it was intended to fit a starting handle so that the engine could be set in motion by the pilot without any need of him having to leave his seat. But Bosch dual ignition, Mr. Cody finds, answers it? purpose quite well, so the extra weight of a cranking device has been saved. On either side of the cockpit transparent windows of non-inflammable celluloid give the pilot a clear view of what is going on beneath him. A type of bonnet extends back from the propeller to a point just in front of the pilot. Under this bonnet are arranged the fuel tanks. Those at present fitted are of small capacity, just sufficient for testing purposes, but a petrol tank holding something like 68 gallons and an oil tank to correspond are being put through. These will replace the existing reservoirs when the preliminary trials are finished. Below the.-e is the silencer, also fitted inside the cockpit. It exhausts through a large diameter pipe on the right-hand side. The landing gear will be quite familiar to those who have studied Cody's previous machines. The only innovation is that the four pairs of hickory struts supporting the body from the central skid are curved. By curving them in this fashion a great deal of springiness is introduced between the skid and the body, and should the landing wheels spring up far enough for the skid to come very forcibly into contact with the ground, there would be far less likelihood of damage resulting than if straight struts were used. Regarding the wings, the same type of construction is employed as is used in the planes of the Cody biplane. Each is stayed from above by six 12-gauge wires and from below by twelve stays, each composed of a pair of 12-gauge wires. (/QgHj] UQY /l&ruPi/we •Kliclii" Copyright. The landing chassis of the Cody monoplane. t^uite a feature of the machine is the ease and surety with which it may t>e " taxied " about. Mr. Cody gave us a demonstration of this, and turned figures of eight on the ground in surprisingly little space. From the tests that have already taken place, the machine has shown itself to have exceptional powers at climbing. Its speed is not certainly known at present, but somewhere very near and possibly more than seventy miles per hour is about the figure. The weight is 1,400 lbs. without passengers or fuel. ® ® MY FLIGHT WITH A ® ® PASSENGER FROM PARIS TO LONDON. WE—that is Mr. Harold Barlow and myself—tried out our new machine—a 70-h.p. two-seater Bleriot of the latest type—at Issy les Moulineaux early on Sunday morning of last week. There was very little wind about, but as it was foggy and drizzly it was out of the question to attempt a start for London. On the first trip I did not take a passenger, but to compensate we strapped an equivalent load of lead to the back seat. Nothing very much happened, except that perhaps to the onlookers there may have appeared more wind than there really was. This was owing to the comparative strangeness of the controls, after having been used to a Bleriot of only 50-h.p., and of much earlier type. On the new machine the controls are undoubtedly more sensitive, the warp particularly having a much greater effect than on the 50-Gnome. Consequently the movements I made rather overdid the controlling, and the machine wobbled a bit more than it really should have. However, it was only about a one-minute's job to get the hang of A snapshot of Hucks and his passenger, Mr. Harold Barlow, seated to the right, taken on Monday morning of last week just before they set out from Issy to fly to London on their new twC'Seater Bleriot. 583 C 2
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