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Aviation History
1913
1913 - 0368.PDF
(/ycHTj bringing a righting action against established side-slip into play. The method consisted merely of pulling down the inner edges of both flexible lateral planes so as to form a dihedral angle between them. This would provide a righting pressure under the lower and above the higher wing during a side-slip. It might be tried at least during the experimental stage on full-s'zed machines, but I doubt if it will IJC necessary to permanently retain it. There is another objection which may be raised to any form of device which aims at keeping an aerojrane in the wind lines, namely, that it may not always be desirable to do so, but it is impossible for strong winds to blow straight out of the earth, and the nearer we approach the earth, and the stronger the wind, the more likely we are to find the wind blowing horizontally over the earth at a flat landing-place. As for obstacles on the earth's surface, the action of such devices in the natural trend of the wind over the obstacles should help us to avoid them by keeping us in the wind lines. We may, moreover, I think, assume that principles which the Irirds have acquired in their natural evolution will prove useful in the evolution of the aeroplane, and we should not condemn these principles because they would fail if a bird or aeroplane were to slide sideways or backwards. It is our duty to provide against either of these contingencies taking place. At the present moment, however, the reform most urgently needed in the design of the aeroplane is the entire abolition of the present system of lateral control by means of positive angle balancing planes and the substitution of negative angle lateral balancers. The flexible trailing wing tip feathers with their outer quills may follow as a means of giving extra stability, but our first duty is to remove the glaring defect of the use of the positive angle in any form whatsoever in lateral balancing. Meerut, India, February 28th. H. S. WILDEBLOOD. Tuition. ['745] One way tu remedy the " tuition trouble " in this country would be to lower the tuition fee, ar.3 further, to charge the breakage to the (" to be or not to be ") pilot. Then he will be allowed to pass from the grass-cutter much quicker, let me say after his "second straight." This system (used in America) will prove more practical both to the school and to the able pupil. As for the dual system, I agree with Mr. Turner's view: "it robs the pupil of that self-confidence which is so necessary." This has been my experience as an instructor in America, where a pilot licence is generally obtained in a month's tuition, and the weather conditions are less favourable than here. AMERICAN MONOPLANE PILOT Harrow. (in England). High-Speed Birds. [1746] In your issue of January 4th, I noticed a query from Mr. A. H. Ford-Moore (letter 1701) asking your readers for information as to which is the fastest bird. Since Mr. Ford-Moore has gone without answer for so long, I would take the liberty of saying that among s-ea-faring men the frigate bird—otherwise known as "man-o'-war pelican," &c.—is regarded as the fleetest of all winged creatures, speeds of about 200 m.p.h. for long-sustained flights being freely claimed for it; and, besides, the exceptional grace of their flight is very impressive. But there are certain varieties of the hawk family, especially those whose especial prey is other birds, who themselves are very swift flyers, and these tigers ot tlic air on occasion develop speeds much higher than even the frigate bird. It is these that I would especially commend to Mr. Ford-Moore for consideration in connection with his aviation plans ; for having comparatively small wing area, rather low aspect ratio, and exceptionally good weight-carrying capacity, they are designed most especially for extreme speed with unusually high physical strength. Coicago. J. B. MCOIIEENY. Stream-line Bodies. 11747] Mr. M. L. Robinson, in his letter (1705), states that we wander completely off the "point'' by taking water and solids as examples, and we are asked to read a letter (1671) which only concerning water states nothing about air. Besides is your corre spondent sure that torpedoes are now made with round fronts with the object of increased speed ? Is he sure that these craft are not made after this form in order to facilitate steering ? We did not intend, by saying that battleships have pointed bows, tn convey to your correspondent the idea that they are as sharp as a razor. According to his own statements all points are " slightly curved." If Mr. Robinson can account for the pointed springs and pointed starting-handle of Mr. P. Lambert's Vauxhall, then shall we be MARCH 29, 1913. pleased to account for the shape of the Deperdussin monocoque, the Breguet struts, and other examples of rounded fronts quoted , by him. Your correspondent's, Mr W. H. Norton (1706), diagrams appear to us very misleading, as we disagree with the arrows indicating the course of the air currents. In our opinion a pointed front cuts the air, as in Fig. 1. A rounded front hits it, as in Fig. 2, causing far more wind resistance. In Fig. I the air currents, C, being split by the pointed front, are divided equally, and thus carry with them air currents, B, D, which also carry away currents, A, &c., thus the only direct head wind resistance is that at the very point of the stream-line body; therefore the finer the point the less wind- resistance. A curve is but a blunt point. In Fig. 2 the air currents, C, hit the round in the centre, and continue to offer resistance. The currents, B and D, are guided by the round and help to carry away, A, &c, but these currents, B and D, are not guided sideways so quickly as in Fig. 1, therefore they offer more resistance. In Fig. 2, the most important place where the wind resistance is not wanted, i.e., the head or middle of the front of the body, is most subject to this resistance. Your correspondents may argue that the part where currents, C, in Fig 2, strike the body is round, and so they are split up in both directions, as in Fig. 1, but is it not more easy to split up anything with a point than with a " round " ? Your correspondent states that in his Fig. 2 the air currents are "smashed." To u* this conveys an idea of enormous resistance. In his Fig. 1 they are divided by a point. We are most interested in this subject, and should like to hear more about it, if we are not trespassing on too much of your valuable space. F. ROBINSON. K. L. KELLER. ® ® ® ® NEW COMPANIES REGISTERED. New Engine Co., Ltd., Junction Works, Hythe Road, Willesden.—Capital, £15,000, in £1 shares. Willows Aircraft Co., Ltd.—Capital £200, in £1 shares. ® ® ® ® PUBLICATIONS RECEIVED. Catalogues. Aeronautical and Automobile Instruments. Chauvin and Arnoux, 186-188, Rue Championnet, Paris. London agents: Wm. Geipel and Co., Vulcan Works, St. Thomas Street, S.E. The Twining Aeroplane Co. Model Aeroplanes, Accessories, and Parts. ® ® ® ® Aeronautical Patents Published. Applied Tor In l»ll. Published March 27th, 1913. Landing chassis for aeroplanes. 6,708. 11,505. BOLLACK. RAY. Controls for aeroplanes. FLIGHT. 44, ST. MARTIN'S LANE, LONDON, W.C. Telegraphic address: Truditur, London. Telephone: l828Gerrard. SUBSCRIPTION RATES. FLIGHT will be forwarded, post free, at the following rates:— UNITED KINGDOM. ABROAD. J. d. 3 Months, Post Free ... 3 9 6 ,, „ ... 7 6 a „ „ ... 15 0 s. 3 Months, Post Free ... 5 b „ 10 12 „ „ ... 20 d. 0 0 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. Should any difficulty be experienced in procuring FLIGHT from local newsvendors, intending readers can obtain each issue direct from the Publishing Office, by forwarding remittance as above. 374
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