FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1913
1913 - 1261.PDF
NOVEMBER 22, 1913. along by means of the air-thrust from the propeller ; even the little girl on the extreme left was able to accomplish this by standing on the pedals facing the propeller, and dancing up and down—the action was erratic, but there was no doubt about the result. Need less to add, the apparatus was much appreciated by the juvenile members of the family, and great disappointment was expressed when it was taken to pieces for storage purposes. Mr. Shorter is undoubtedly quite right in using a propeller of large diameter, but whether the pitch should be so much as he has made it is a matter for experiment. I should much like to know what static thrust he can comfortably obtain. Personally, I think he has made a great mistake in using belts and not cycle chains. Amongst several matters which occasioned me more or less surprise when driving an aerial propeller by foot power were the quickness with which full speed could be got up, and with which the propeller could be stopped, and the ease, comparatively speaking, with which it could be driven. In the case of a boat driven by an aerial propeller, one does not want to use too large a diameter propeller, because every such increase means an increased height in the centre of thrust, which is just what is least desirable. Whether anything further in the way of actual free flight can be accomplished by means of a cycleplane than a prolonged glide, appears to the writer very doubtful. A fair estimate as to such could, however, be made if we knew the static thrust which can be obtained from a propeller efficient for the purpose in hand. It appears to me that for a short time, at any rate, a thrust of 30 lbs., possibly more, could be obtained. What can Mr. Shorter tell us on the subject ? Apart altogether from the question of gliders or flying, all questions appertaining to aerial propellers do undoubtedly come under the domain of aeronautics. ® ® KITE AND MODEL AEROPLANE ASSOCIATION. Official Notices. British Model Records. ' Distance . • R. Lucas 590 yards. i20 sees. Single screw, do Duration H. Bedford ... 49 sees. Twin screw, rise off ground /Distance ... L.H .Slatter ... 365 .yards. ' s I Duration ... J. E. Louch ... 2 nuns. 49 sees. Single-tractor screw, hand-/ Distance ... C. C. Dutton ... 266 yards. launched \Duration ... J. E. Louch ... 68 sees Do., off-ground /Distance ... C. C. Dutton ... ,90 yards. ' 6 (.Duration ... J. E. Louch ... 45 sees. SiwS ater SCreW..hydr!" °5; Duration - L.H. Slatter ... 35 sees. Single-tractor, do., do. ... Duration ... C. C. Dutton ... 29 sees. Twin screw, do.f do. ... Duration ... L. H. Slatter ... 60 sees. Official Trials.—These trials take place to-day (Saturday) on the Padding- ton Club's ground at Sudbury. Those going should travel to Sudbury Town Station, District Railway. They commence at 2.30. Gift of Trophy.—A trophy has been presented to the Association for Kite Contest by Mr. L. Ingram, A.F.K. and M.A.A. It will be known as the Kite and Model Aeroplane Association's Altitude Challenge Trophy, and the rules the donor suggests are as follows: 1. The trophy to be named the Kite and Model Aeroplane Association's Altitude Trophy, and to be held for one year. 2. Competitors may use any kite with the maximum measurement of 80 ft. computed by Kite Rule 2. 3. Any kind of line or wire may be used. 4. Each competitor will be allowed two assistants. 5. All attempts must be officially observed, on any of the following days: (a) The Aero Show Trial Day. (b) The Baden-Powell Challenge Shield Day. (c) The Trollope Challenge Cup Day. (d) The Michelin Challenge Trophy Day. 6. Each competing kite shall carry a self-registering altimeter. 7. Notice of trials must be given to the Association's hon. secretary seven clear days before trial. These rules are given so that intending competitors can get to work with their special kites. Aero Show.—It is with regret that members and readers are informed that the official notices of the Aero Show's competitions are not yet finally decided on, and when they are they will appear in the official notices of the Royal Aero Club. Until such publication, it should be noted that any reference to the details of such competitions are entirely unofficial and unauthorised. Dinner.—It is suggested that an informal dinner shall be held on Saturday, 29th, after the Kite Contest, at the Wimbledon Hill Hotel. All the Vice- Patrons, &c., will be invited, and it is hoped that all members who can will send in their names at once to the hon. secretary. Competition or morning dress. Ladies are also invited to attend. This is really a House-Warming Dinner of the country headquarters of the Association. 27, Victory Road, Wimbledon. W. H. AKEHURST, Hon. Sec. L/jlGHT Twin screw, hand-launched gj,^- '; £ ^oulberg CORRESPONDENCE:. Pegoud's Feats. [1810] I read with interest Mr. Robin's letter (No. 1807) under the above heading in your issue of November 8th, and if I may encroach on your valuable space I should like to say that I heartily agree with what he says as regards the " canting " elevator. I have made many practical experiments in this direction, and have found it to be a veiy efficient method of steering. It is really remarkable what great directional control is possible over a machine with a slight lateral movement of the elevator bodily. The machine commences to turn in the direction of the " cant" from the very first, losing slightly in altitude, which could, of course, easily be counteracted by the pilot in a full-sized machine. The elevator could be mounted on a universal joint, thereby Very encouraging experiments have been made recently with barges for canal traffic (now so much neglected) propelled Ly such means. One of the great drawbacks to the use of a marine propellei for canal work is the ill effect of the wash or wake on the bank. Again, for very shallow waters or for water where weeds abound, the aerial propeller scores heavily. With respect to efficiency of travel at high speeds, the marine and aerial propellers appear to come out about equal, both having obtained results in the neighbour hood of 56 m.p.h. At low speeds the marine propeller is, I believe, the more efficient, but then one must remember that much more experimenting has been done in the case of the former than of the latter. Motor boats—model or otherwise—driven by a marine propeller do not come within the scope of the aeronautical engineer, but when an aerial propeller is used they most decidedly do so, which is a most valid reason why all such experiments should be encouraged. Undoubtedly a great commercial future lies before a fast aerial propeller driven motor boat, which shall be (what at the present time hydroplane boats are certainly not) fairly comfortable for the passengers—I do not mean in England, but abroad and in some of the colonies. Bicycles driven by an aerial propeller have on a good track attained a speed (for a shoit time) of about 27 m.p.h. That bicycles driven by a 5 ft. aerial propeller will ever go scorching about the road to the still further terror of pedestrians and others is of course absurd, but one should carefully bear all such achievements in mind before " pooh-poohing " experiments with similar apparatus. Any experiments which will or possibly can do anything to add to our knowledge of aerial propellers should be heartily welcomed. We shall be glad to hear from any other readers of FLIGHT who may at any time have made such experiments. ® ® AFFILIATED MODEL CLUBS DIARY. CLUB reports of chief work done will be published monthly for the future. Secretaries' reports, to be included, must reach the Editor on the last Monday in each month. Bristol and West of England Aero Club (Model Section) (42, ROYAL YORK CRESCENT, CLIFTON, BRISTOL). MODEL-FLYING meetings at the Sea Walls every Saturday at 3 p.m. (weather permitting). First and second prizes for the two flights of longest duration by self-rising models at any of these meetings up to and including Saturday, January 3rd. 50 per cent, will be added to the durations of tractor machines. Leytonstone and District Aero Club (64, LEYSPRING ROAD). Nov. 23RD, flying as usual, Wanstead Flats, 10 a.m. Nov. 27th, at 8 o'clock, instruction at Club.room. Subject : Chassis. Paddington and Districts (77, SWINDERBY ROAD, WEMBLEY). Nov. 22ND, K. and M.A.A. official trials at Sudbury. Sheffield Aero Club (35, PENRHYN ROAD, SHEFFIELD). Nov. 23RD, Committee meeting, 7 to 8 p.m. Please observe notices in Club-room. Wimbledon and District (165, HOLLAND ROAD, W.). Nov. 22ND and 23rd, usual flying ; illuminated flying Sunday evening. UNAFFILIATED CLUBS. Birmingham Aero Club (8, FREDERICK ROAD, EDGBASTON). DEC. 6TH, competition for Club's Championship Shield, 2 p.m., at Club's aerodrome. Entrance u. Edinburgh Ae.Soc. (Model Section) (41, DRUMSHEUGH GARDENS) Nov. 28TH. model meeting at North Berwick. Duration competition , 3 prizes. Train leaves Waverley 1.36 p.m. Liverpool Aero Research Club (62, CEDAR GROVE, LIVERPOOL). Nov. 22ND, flying at Stanley Park, 4 p.m.; models illuminated at dusk. Nov. 28th, general meeting, 8 p.m., Cedar Grove. Manchester Model Ae.C (890, CHESTER ROAD, STRETFORD). Nov. 22ND, open duration competition at the Trafford Park Aerodrome, 2.45 p.m.: if wet, the following Saturday. December 1st, joint lecture with the Engineering Society of the Manchester School of Technology at the Technical School, at 7.30p.m. Subject: "The Construction of Aeroplanes," by Mr. R. Chadwick. S. Eastern Model Ae.C. (i, RAILWAY APPROACH, BROCKLEY). Nov. 22ND, flying, Woolwich Common, 3.30 p.m. until dusk. Nov. 23rd, Blackheath, 7.30 to 10 a.m. ® ® ® ® allowing both longitudinal and lateral movements singly or combined, and apart from ordinary elevating could be used for steering and recovering from nose-dives, besides doing away with the side resist ance of a rudder. My experiments were made with single propeller (1-1-P1-0) type machines, and I also found that the " canting " system quite overcame the turning movement due to the torque of the propeller, so common in machines of that type ; in fact, it was a simple matter to send the machine round in opposition of the torque with only a very slight lateral angle in the direction oi the propeller beat. In conclusion, I may say I am contemplating building a full-size machine with control embodying the above features, and shall be pleased to let you know later with what success. Apologising for the length of this letter, I remain, Folkestone. W. PoiLE. 1287
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
