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Aviation History
1913
1913 - 0341.PDF
MARCH 22, 1913. In the power-driven model contest, so far as any conclusions can be drawn with reference to stability, we have only two models to judge from—the French one driven by a compressed air motor, and Mr. Groves' monoplane. The former machine was clearly under powered, and lacked all stability due to speed apart from any stability it might possess due to other causes, which certainly we must admit appeared to be very little indeed. Mr. Groves' mono plane was a fast machine—as was proved by the manner in which it climbed when flying with the wind. It therefore possessed a good stability due to its speed—apart from other causes; that it was successful in launching itself, and in rising against the wind, and in turning steadily into it is a proof that it was a model possessed ol good stability in the matter of design and construction. It is much 10 be regretted that a broken crankshaft (and not as we thought a loose pin in one of the connecting-rods) prevented the slower- riving biplane being used, as it would have been most interesting to have seen how this machine behaved in actual flight on a gusty day, because this would have been a much more severe test of stability. The reader must not come to the erroneous conclusion that the above remarks are in any way intended to disparage the staKlity of a model due to speed—the very reverse is the case. In gusty weather it is undoubtedly the most potent factor, and the best one to make use of; and, in the case of a full-sized machine, the possession of a good reserve of engine power and the possibility of accelerating at will is undoubtedly one of the best methods which make for safety-- even if it be not the best. The contests at Ilendon once again raised the everlasting question of biplane v. monoplane, and several aeromodellists expressed the opinion to the writer that the advantage lay with the monoplane. It is certainly true that the three principal events were all won by monoplanes. In gusty or windy weather it is quite possible the advantage lies with the swifter-flying monoplane; but the last word has not yet been said. Referring to Mr. McBirnie's remarks on his hand-launched model, we can scarcely follow him in his remarks re the sagging of the rubber —this is a matter which can surely be easily overcome by a central support; a wire-loop or ring being the device generally employed. We should be glad, however, to hear from other flyers of hand- launched machines as to how far they agree or disagree with him re his remarks on the respective durations of 5-oz. and 7-oz. models. That there should be some difference one can understand, but that that difference should be more than 50 per cent, seems absurd. We should also be glad to know the respeciive weights of Mr. Houlberg's and Mr. Louch's models, with any other particulars they may care to send along. A Repairing Case for Aercmodellists. We have received from the Broadstairs Model Construction Co. a sample case of the above, which they are placing on the market. As the vendors say : " It is most annoying when flying models to have minor breakages, which for lack of materials, tools, &c, cannot be repaired on the spot, and we find that quite a large number of modellists carry their repairing gear in their l/UGMfl pockets, though they not unfrequeotly manage to forget MM indispensable article." The case (which is provided with a handle) contains pliers. binding wire, thread, glue, pieces of bwhoo, wood and aluminium tubing, nails, hnmmer, piano wire, 2 shafts, 15 S.W.G.. elevaloi wood, bearings, feather-weight washers, screw eyes, lubricant, propeller blanks, \c. The idea is undoubtedly an excellent one, and the assortment has evidently Iteen carefully chosen. One important matter has, however, been overlooked—the pliers should be filled with cutters, a most important item in dealing with wire. A soldering set, which could be used on the spot, would undoubtedly greatly enhance the value of the set ; naturally it would raise the price (which at present is 51.) somewhat, but some would undoubtedly be prepared to pay it. A few small drills with holder would again be a most useful adjunct. Mr. W. H. Norton's Torpedo Htnd-Liunched Model. Mr. Norton (Redhill and Heigate District Model Club) writes us with respect to his model of the above type exhibited at Olympia, " I thought I would let you know 1 had my n>q>edo h.l. model out, and got about 120 yards with 250 turns, the first flight without adjusting the elevator (just as it came from I >lvmpia)—a straight flight. The model will no doubt IK- improved with a slight increase of rubber. I was very satisfied with the result, as it was praciically an original type. It reminds one of an owl—very quiet and steady." The Hand-Launched Durations at Hendon. Mr. 1. E. Louch writes informing us that it was his model which made the 79 sees, duration at Uendon on March 1st, and Mr. Houlberg's the 54 sees., and not the reverse as staled in la«t week's issue. Mr. Louch also made another duration of 61 sees. ; he also states that on Saturday he was successful in making the following official tractor (single-propeller) records, viz., hand launched, 44ij sees. ; rising from the ground, 40J sees. The former record* being 36 sees, and 21 sees, respectively, Both the new records thus show a considerable advance on the old, more especially the lattet. Query. H. Oliver desires to know a good recipe for a home-made lubricant. Perhaps some reader will kindly oblige. Replies in Brief. A. LIVERPOOL.—The straight edee of the propeller block should be away from the rubber hook, and not on the same side as you have drawn it. The two blades must then be given a twist in opposite directions—best done on a former which should be so shaped as to make the blades slightly hollow-faced. If yon are only just commencing model work, we should strongly recommend you 10 make use of carved propellers of a rather fine pitch -a tip angle of not more than 22^5 degrees. These can be purchased quite cheaply. The making of a really good and efficient bent-wood propeller is by no means so easy as it seems. &) ® &> ® CORRESPONDENCE. The name and address of the writer (not necessarily for publication) MUST in all cases accompany letters intended for insertion, or containing qiuries. Correspondents communicating: with regard to letters which have appeared in FLIGHT, would much facilitate • ready reference by quoting the number of each letter. Tuition. (.1740] As your paper in the past has done so much for the cause of aviation by the fearless way in which it applied criticism where criticism was most needed, irrespective of party, might I draw attention to a seemingly minor but none the less important matter ? I refer to the manner in which many of our aviation schools are conducted. If flying is ever to pass beyond the exhibition stage in this country, some better and quicker system of tuition than that which is most generally in vogue over here must be adopted ; otherwise there is the danger of there being a considerable shortage of qualified pilots at a time when they will most be required. A distinguished mili'ary officer has lately told us that the wastage of aviators will be tremendous in the next war; yet in our usual British style we muddle along at the rate of two or three certificates a week, although there is no lack of young men who are willing to qualify themselves at considerable expense, to say nothing of personal risk. Surely the fault lies somewhere else than with these volunteers. The novice inspecting the machines in the hangar for the first time, while listening to the glowing accounts of the school-manager, pictures himself soaring above the clouds within a month or so after joining the school. He is ignorant of the fact that the majority d school machines are " 'bus's" fitted with engines of such low power that even in the most capable of hands it is doubtful whether they could rise off the ground for more than a few yards at a stretch, and also that they ate highly dangerous in any other weather but a dead calm. At first his enthusiasm is unbounded ; he takes rooms close to the aerodrome gate, and spends the day from dewy dawn till starry eve hanging about the ground waiting for the wind to drop or the fog to clear ; and if he gets in an hour's practice in a week he is exceedingly lucky. As time goes by he very naturally tires of this loafing around, and in the majority of cases removes to a neighbourhood less inconveniently situated for the purposes of daily life. Later, perhaps, he will ask himself whether the ability to roll laboriously over a marshy field on a windless day without injury to himself or the fragile school-bus is what he has paid a handsome fee to attain. One could name dozens of pupils at the present time who after six months of tuition have not pissed beyond the "hopping" stage, although there has been no lack of keenness upon their part. Is it any wonder that many men get disgusted and drift away, preferring to lose their initial fee altogether rather than waste further lime in learning a calling which at its very best holds out no particularly brilliant prospects ? Presumably aviation schools are run for profit like other business concerns, but one quertions 347
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