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Aviation History
1912
1912 - 1022.PDF
NOVEMBER 9, 1912. Salon IUHXKS. IN last week's issue we were able to place before our readers a general review of this most important fixture of the aviation year, and commence upon a series of brief articles outlining the main characteristics of the aeroplanes exhibited there. This week we continue the series of descriptions, illustrating them by sketches obtained by our artist in Paris. Included in this week's issue is a table giving the principal dimensions and particulars of every machine exhibited at the Salon, and next week we hope to conclude the series of detailed articles. d'Artois. THE name is a new one, and so are the machines, but the firm that is producing them was one of the earliest to enter the arena of aeroplane construction in France—the Tellier firm to wit. During " Flight " Copyright. The d'Artois hydro-biplane. 1910 the Tellier monoplane came into considerable prominence in the hands of Emile Dubonnet, but since he discontinued flying the firm seems to have altogether dropped constructing, until now that they are re-opening operations with the assistance of MM. Louis Gaudartland 1 Schreck. They are showing two machines, one a rather novel biplane and the other a hydro-biplane, which follows to a certain extent the lines of the Donnet-Leveque. The first of "Flight" Copyright. The d'Artois torpille biplane. these machines is of the "torpille" type, that is, it is driven by a propeller arranged at the tail end of the machine. M. Louis Gaudart is responsible for its design, and he will be remembered as the pilot that carried out the initial tests of the ;Paulhan-Tatin aero-torpille, one of the most notable exhibits at last year's show. Differing from this machine, the d'Artois torpille biplane has a simple fuselage of rectangular section constructed for the best part of wood. Only in the neighbourhood of the engine, a 50-h.p. rotary Gnome, is steel used. Excepting in that part, too, the body is covered in with fabric. The landing gear is an extremely simple construction of steel tubing and is of a type that seems to be finding many adherents among French constructors. The main planes are built about a single tubular spar arranged at the approximate centre of pressure. They are united to the fuselage in so simple a manner that it needs but the removal of a bolt or two to dismantle them. Apart from the presence of the propeller, which is driven by a hollow steel shaft of 40 mm. external and 34 mm. internal diameter, the tail is of purely conventional design, consisting of a flat stabilising surface with elevators'hinged'to its rear edge. As in the Tatin torpille, whipping of the shaft is prevented by a number of ball bearings arranged at equal distances between the motor and the propeller. For the hydro biplane, its central unit of construction is a coque, which serves the double function of fuselage and float. Near the front it is of rectangular section, but aft of the main planes the two top longitudinals merge into one, giving the after portion a triangular section. The pilot sits low down in the body in advance of the planes. Behind him is the motor, a 50-h.p. Gnome, driving, by chain transmission, a four-bladed propeller mounted high up between the planes. Like other hydro-aeroplanes, a starting-handle is fitted. The supporting surfaces are in every respect identical with those of their torpille biplane. Clement- Bayard. THEIR monoplane is one of the prettiest jobs in the whole Salon. Hardly the same can be said of the biplane they are exhibiting, for, although good throughout as concerns both design and workmanship, it seems considerably more complicated about the chassis than it need be. The monoplane is a single-seater fitted with 50-h.p. Gnome motor, and betrays traces of R.E.P. influence in its design. Its body, for instance, is almost identical with that of the machine we mention ; also, at first sight, is the chassis, but on closer examination it will be seen that it works on a different principle. Its two running wheels are mounted on a common axle that is strapped down by rubber springs to a horizontal tubular member, which unites the basis of two " V's" extending downward from the fuselage. One of our sketches shows this point well, and in the same drawing may be seen how the fixed horizontal member " Flight " Copyright. The 50-h.p. Clement-Bayard monoplane. and the movable axle are connected as a precaution against an extensive smash occurring should the rubbers break. Altogether, it is the neatest and, we should think, the most efficient chassis this year's Salon has brought forth. On the machine shown the wings are constructed chiefly of wood, but have tubular spars of steel. "Flight" Copyright- The 100-h.p. three-seater Clement-Bayard biplane. We were informed, however, that wings with an all-metal skeleton had been made for the monoplane, and, in fact, they would be fitted to the machine before the Show closes. Its tail is a lifting organ, and singularly pretty in outline. It is kept clear of the ground by a neat skid built up of laminations of bent wood. The large three-seated biplane has a fuselage which only differs from that of the monoplane as regards size. Its tail organs, too, are identical. The main points of difference lie in its landing gear, and 1022
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