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Aviation History
1913
1913 - 0177.PDF
FEBRUARY '5. 1913- are hinged to ihe body of the machine by a steel joint that is shown in one of our sketches. The landing gear carries two rolling wheels which are mounted on axles radiating on either side from the centre V of the chassis. Each axle is sprang at a point near the wheel by rubber cord which passes under a crutch formed at the junction of two ash struts in V. The illustrations we publish will make this point clear. A small tail skid is fitted. There is a curious point regarding the " set " of " Klight " Copyright. The 35-h.p. Anzanl-Caudron biplane. the rolling wheels. Their axles are set back at a small angle behind the line at right angles to the rolling path, a feature, it is claimed, by which any tendency of the machine to veer, when rolling, to either side of its straight path, is removed. The tail has an area of 29 sq. ft., and is clamped to the fuselage by several U bolts. Its rear portion is flexible, and it is that portion that controls the attitude of the monoplane when in flight. The rudder is mounted wholly above the tail surface. The pilot sits quite low in the lx>dy of the machine, so that his head alone emerges from the well-padded sides of the cockpit. He controls the elevation and warping by a centrally arranged universally-jointed lever. The rudder is manipulated by a pivoted foot bar. n WAftP WIRES ELEVATOR CONTROL. WIRES "Flight" Copyright. Sketch illustrating the control and its attachments on the Caudron biplane. The 35-h.p. Caudron Biplane is a machine that is becoming increasingly popular. The small model similar to the one shown at Olympia, is chiefly used for instruction work, although many similar ones are privately owned. They are quite inexpensive to buy, and are not by any means difficult to handle, as machines go. The French army own several of this type and use them for instruction purposes As well, of course, they have many of higher engine power, which are used for more serious work. There is at present under test at Farnborough one of these machines fitted with a 70-h.p. Gnome motor which we are inclined to believe has given very good results. In a wind they behave extremely well, for the I/O™]] rear portions of the planes are very flexible, thus allowing" the machine to ride through a ^usty wind with a certain smoothness, in the same manner as a well-sprung car may travel over • rough road "Flight" Copyright. Tall of the Caudron biplane. surface without the jars being particularly noticeable to those seated inside. The planes span 30 ft. and 23 ft. 3 ins. respectively, and have a chord measurement of 4 ft. 6 ins. They are separated by 12 stanchions and braced strongly with piano wire. As in the mono plane, the main spars are placed only alxnit iS ins. apart. The ribs are cut from French poplar and overhang the rear spar nearly 3 ft., forming the flexible trailing edge that we have referred to above. Warping is employed to correct lateral eauilihrium. The body is a small coracle-shaped structure built up in the same manner as a monoplane fuselage. The front is capped by a steel plate, and to this the motor is bolted. Subsidiary supports, in the form of steel tubes support the front of the crank case. The remainder of the body is covered in by fabric to give it a t.iii streamline shape, and to help shelter the pilot from the wind. The body of the machine at Olympia is fitted with a superstructure that covers in the fuel tanks and acts as a very convenient wind slii< -Id. Seated comfortably inside, the pilot has between his knees a vertical jointed lever by which he controls the warping and elevation of the machine. The twin rudders are worked from a foot bar. The tail is a flexible mono plane surface supported by ash outriggers. A peculiarity of this outrigger construction is, that the lower outrigger mem bers continue forward under neath the machine lo form the landing skids. While simplifying the construction considerably, this system has the advantage that these lower outriggers can be made to drag heavily along the ground at the completion of a flight, thus bringing the machine quickly to rest. Again, they are very useful for holding the machine back while the engine is tested, perhaps a minor point, but nevertheless one that is greatly appreciated by the mechanics that attend the machine. They merely have to stand on these outriggers and the outriggers themselves do the rest. The landing gear is formed by strapping Farman-type wheel units over these outrigger members we have referred to above. Being quite low the chassis is very strong compared with its weight. It is a very ordinary affair—but what matters, it completed the greatly feared rolling test at Farnlx>rough at the first tims of asking, without any damage, and there are very few machines that can boast of having done that. H-f«AIO«. CONTfcOL vvmea " Flight" Copyright. How control wires are led to the various tall organs through flexible guide tubes on tbe Caudron biplane. GRAHAME WHITE AVIATION CO., LTD. Two notable biplanes figure on their stand, one a 90-h.p. mili tary machine, and the other a hydro-biplane of a sporting type, driven by a 60-h. p. Anzani motor. Both bear evidence of much thought on the part of the designers, and of much painstaking care spent upon them in the constructing shops. The design of the first of these machines was due originally to Mr. H. Barber, but in its working out he was assisted by Mr. J. D. North, who also prepared the drawings for the hydro-biplane. Let us confine our attention for the moment to the military machine. The Grahame-White Military Biplane, as its title conveys, l8l
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