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Aviation History
1912
1912 - 0846.PDF
IAIGHT Mr. Hamilton will draw a diagram representing the conditions, he will at once see that forces are in action tending to restore the machine to the horizontal (assuming the machine to have already canted). His second objection is of some moment, but he must remember that in gusty weather, although the attitude of the machine may not change, yet the directions of the wind currents does, and would thus vary the position of the centre of pressure. This is corrected by the pilot. Possibly the flexibility of the wings would even result in a fairly constant position of the centre of pressure, the reverse of Mr. Harrison's suggestion. Coventry. F. W. LUDLAM. [1625] Mr. F. W. B. Hambling (letter 1614) is undoubtedly very near the mark in suggesting a combination of automatic and inherent stability. But while the automatic has yet to be proven, the most inherently stable machine has been flying at least three years, namely, the Dunne. Yet for all the advance this machine has made in regard to stability, no other constructor has attempted to take it up. Why is it ? Is it because the craze for weight-lifting has not yet subdued ? For there appear to be several " in the game " ever ready to uphold efficiency against stability. There is one machine, at least, in the Military Trials loaded to 8 or 9 lbs. per sq. ft.,ibut"no attempt has been made to further its stability beyond careful design ing ; it is just the same old T shape that has killed too many of our best men, and will go on killing so long as the T system is used. Folkestone. R. T. SAUNDERS (Dunnem). [It is to be hoped that our correspondents who are conducting among themselves this correspondence on automatic verstQ inherent stability are in thorough accord a> to what they mean by " stability " in air. One of the above letters criticises the heavy loading of a machine in the Military Trials, presumably inireference to the Bristol. The criticism is unjust and evidently based on a lack of appreciation of facts, which leads us to make the above remark in our opening sentence. Thus the Bristol monoplane was successfully flown by Pixton in a wind varying from 17 to 44 miles an hour. We pub lished the wind chart on August 31st and no one who sees it should lack appreciation of the performance. While flying, the wings of the machine warped automatically to such an extent that the pilot could hardly hold the control lever. In the hands of the pilot in question, however, the machine was certainly safe enough for anyone, consequently the question arises does a critic of it imply by a " stable machine " one that can be taken up by any fool in such a wind, and come down again harmlessly ? That there is a great deal in wing form, about which we at present know very little, is admitted on all sides ; but it is from the practical flying of machines like the Dunne and the Handley Page that we must seek the data for the construction of our future theories. In the recent account of the Military Trials we had occasion to refer to this very subject and to remember with appreciation also the early work of Weiss, which was essentially directed along these lines. Weiss's models could be dropped sideways, vertically, and would right themselves. Gordon England glided in the Weiss man-lifters without controls, and never came to grief. But still, the fact remains that it is not by talking, but by actual and frequent demon stration in flight, that the principle of the crescent wing and the Dunne modification thereof will have to prove themselves worthy of setting the line of future development. That there is a great deal in the principle of the crescent wing is more than likely. No one can look at the general form of a bird and not observe that the retreated wing-tip is a peculiarity common to most if not all species ; the feature may be incidental to anatomical construction, but equally well may it also be a consideration of importance on aerodynamic grounds. We have heard many theories about the crescent wing, but we have yet to find one that is quite as simple and as plausible as we should like. Also, we have yet to learn what price it asks us to pay for this wonderful " stability " : it may be that the bird will have to teach us also how to use it with effect. In the meantime, aeroplane constructors continue to build machines that they know will give satisfaction within the limits of commercial requirements. It is for the pioneer to set the pace in some new direction, and while we say in all sincerity, may good luck go with him, nevertheless we see no reason for condemning the modern aeroplane, or for feeling other than a profound admiration and respect lor the men who have made the flying of it what it is to-day.—ED.]. Flexible Wings and Stability. [1626] In answer to Mr. J. V. Hall's letter (1607), a model using the principle he suggests, designed by one, Mr. Goodchild, was illustrated in FLIGHT of April 2nd, 1910. Also, a full size machine, the Chauvitre, was built with interconnected flexible wings I believe, but what came of it I do not know. Probably, in very gusty weather, more harm would come from the device than good, owing to the movements of the planes being too rapid and severe, thus disturbing the stream-lines and giving rise to eddies. . Coventry. F. W. LUDLAM. SEPTEMBER 14, 1912. Long Tests with *' Adjudant Reau." LEAVING Issy at 8.45 on the morning of the 4th inst., the dirigible " Adjudant Reau" was steered over Paris, Enghein, and Pontoise, during which experiments were made with wireless telegraphy, and the airship returned to Issy at five minutes past eleven. She carried fourteen officers. Tests with the Schutte Lanz, \ DURING an attempt to sail from Johanmsthal back to its headquarters at Frankfort, the rigid dirigible " Schutte Lanz" was obliged to put back into Gotha owing to motor troubles on the 4th inst. The voyage was resumed later in the day, but owing to the trouble recurring a return was made to Gotha. Work with the Russian Dirigibles. THE Russian military airship " Iastred," piloted by Capt. Chapsky, got up to 1,800 metres on Saturday, a height record for Russia. The dirigible " Griff," with fourteen passengers on board, was cruising over Berditcheff for the observation of the manoeuvres. ® ® ® ® IMPORTS AND EXPORTS, 1911-12. AEROPLANES, airships, balloons and parts thereof (not shown separately before 1910):— January... February March ... April ... May June July ... August ... Imports. 1911. £ 1,196 3,129 11,327 2,110 i,707 3,225 9,822 2,873 1912. £ 619 3,no 640 4,820 7,494 7,928 13,794 8.559 Exports. I MI. £ 1,088 1,786 1,027 807 2,471 2,432 2,256 2,153 1012. £ 2,412 36 95° 72 ^SQ 419 5,376 i,342 Re-Exportation 1911. 1912. £ £ Nil Nil Nil Nil 357 600 4,343 5° i,972 154 1,682 300 643 967 265 2,040 9,262 4,111 8 months 35,389 46,964 14,020 11,957 ® ® ® ® Aeronautical Patents Published, Spoiled for In 1911. PublisJudSeptember i?tkt 1Q12. LIWENTHAL. Aeroplanes. LIWENTHAL. Aerial propellers. LIWENTHAL. _ I.C. engines. BELL. Machines for aerial flight. W. EVANS-CROSS. Aeroplanes and model flying machines. TAMPIER. Steering-gear for aeroplanes. 11,784. 11,785. 11,786. 12,188. 18,923. 23,286. 25,468. 25,617. A A A 1. G k Y K VICKEHS, LTD., AND A. R. Low. R. G. OLIVER. Aeroplanes. Aeropla 8,069. J. SCHUTTE. Appllert for In IXI-J. Published September i?t/i, 1912. Dirigible balloons. PKINCIPAU CONTENTS * Editorial Comment The Toll of the Air. Britain's Handicap. Hendon September Meeting Aero Educational Premiums. By Griffith Brewer Further Developments in X Royal Aero Club Notes From the British Flying Grounds Dublin to Belfast Event The Army Fatalities The Dream British Notes of the Week The X Constant. By J. H. Hume Rothery Foreign Aviation News ... Progress of Flight about the Country Models. Conducted by V. E. Johnson, M.A Correspondence . PAG« . 828 82:, B30 83. 833 834 536 837 3.4E 839 041 S41 843 844 843 FLIGHT. 44, ST. MARTIN'S LANE, LONDON, W.C. Telegraphic address : Truditur, London. Telephone : 1828 Gerrard. SUBSCRIPTION RATES. FLIGHT will be forwarded, post free to any part of the world at the following rates:— UNITED KINGDOM. ABKOAD. 3 Months, Post Free .. 6 n n *2 ,, ,, S. . I • 3 . 6 d. 8 3 b 3 Months, Post Free... 6 „ „ 12 „ „ s. 2 5 11 a. a 6 0 Cheques and Post Office Orders should be made payable to the Proprietors of FLIGHT, 44, St. Martin's Lane, W.C., and crossed London County and Westminster Bank, otherwise no responsibility will be accepted. 846
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