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Aviation History
1913
1913 - 0028.PDF
fftiGHT with the travel of the C.P. That this is true of the modern aeroplane is self evident from the fact that the travel of the C.P. of the system as a whole is opposite to that of the wings in particular. From a broader stand point, however, it would be equally true of any system lacking what, in Mr. Berriman's article, is referred to as sensitive longitudinal " weathercock" stability. Mr. Brewer's remarks, in fact, bear an interesting relationship to the article just mentioned, and more particularly so to a later part of that article not yet published, in which the significance of weathercock longitudinal stability is further explained. In the section of the article published in this issue, the aspect of the subject that is concerned with stability and control while steering is discussed as a problem apart, the hypothesis of weathercock longitudinal stability being assumed. In that discussion, Mr. Berriman arrives at the con clusion that inherent lateral stability is to be sought in the use of negative wing-tips, emphasis being laid on the downward pressure of the wing-tips as distinct from a negative angle, which may still be accompanied by a positive lift for a few degrees below the horizontal. Such air-loaded tips will impose extra load on the machine in flight by virtue of their air pressure and to that extent would involve inefficiency, but if Mr. ® ® Death of M. Cailletet. ALTHOUGH he was perhaps not widely known outside France, there is no doubt that the labours of M. Cailletet as President of the Aero Club of France have done a great deal to advance the cause not only in France, but all over the world. He joined the club in 1900, and a few years later he was asked to accept the office of President. Since then he has been re-elected every year, JANUARY II, 1913. Berriman's conclusion as to their inherent security is accurate, then there is no doubt that this aspect of the subject also demands attention. As the Dunne aero plane happens to be an example of a machine with permanently negative wing-tips, it may be as well to mention the fact here, although Mr. Berriman's article is related neither to that nor to any other machine in particular, being in itself an independent process of reasoning that has led to certain specific results, the nature of which was originally unsuspected. One of the more interesting points in the article relates to the fundamental importance of the rudder as a means of controlling an unstable aeroplane : on a machine that is inherently stable Mr. Berriman concludes that a rudder would be useless. In this connection there is also a remark to the effect that an unstable aeroplane will not continue to steer a circular course with fixed controls. This is interesting, as it suggests a comparatively simple way of putting these things to the test, and any generously minded patron of flying who desired to identify himself more particularly with the encouragement of the safety aeroplane might, provided the logic of Mr. Berriman's argument is regarded as reasonably plausible by a com petent committee, offer a prize for a circular course flown with fixed controls. ® ® although several times he intimated his desire to retire. Quite recently he presided at a lecture at the club, at which M. Bienaime recounted his experiences in the last Gordon-Bennett balloon race. After the meeting he caught a chill, the effects of which he succumbed to on the 5th inst. at the age of 80. He was a noted scientist, and was elected a member of the Academy in 1884, and was made an officer of the Legion of Honour in 1889. Capt. Bertram Dickson as passenger, with Mr. C. H. Pixton as pilot, about to set out for a flight on one of the 80-h.p. Bristol monoplanes at Turin during the tests by the Italian Government before taking over the Bristol monoplanes on order. This is the first aeroplane trip made by Capt. Dickson In Italy since his well-remembered accident at Milan when he had the terrible collision in the air with Thomas, another aviator. 28
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