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Aviation History
1914
1914 - 0051.PDF
JANUARY IO, 1914. (/ycHf Edited by V. E. Some Hints for Beginners. JUDGING by the very large stock of model aeroplanes which we happen to know a particular firm provided themselves with just prior to Christmas, they certainly must have expected an exceeding large demand for the same as Christmas or New Year presents; and although just at this time of the year the climatic conditions cannot be considered exactly propitious, it is undoubtedly a fact that every year at this season a very large number of " models" of all kinds come, for the first time it may be, into the hands of juveniles who are naturally all eagerness to " see the model work." Now, in the case of the older type of models such as locomotives, yachts, motor boats, &c, there is always either the " Pater" or Uncle "Tom," or Cousin " Dick," to say nothing of Brother " Bill," who " knows all about it," and the machine is soon got to work. It cannot be said, however, that at present the same is true of aeronautical models. Here the " Pater," Uncle " Tom," &c, sad as the fact is to relate, not infrequently know less about the matter than the youngster, with the result, that at the very first attempt it is by no means an uncommon thing for the model to be launched the wrong way about and come to grief. Now if you are an expert no model is perhaps more easily and quickly repaired than a model aeroplane ; in the hands of a novice, we must confess the task is almost a hopeless one. Of course it can be repaired " somehow," but by repaired we mean mended in such a manner that it will, practically speaking, go on flying as well as before. It is, therefore, of primary importance that a smash-up to start with should be avoided if possible. Let us, however, first consider very briefly the case in which the reader ha* not yet purchased the model. If you know nothing what ever about model aeroplanes, nor your people either, it is best perhaps bought over the counter from a shopman who both can and will give you the necessary preliminary instructions as to its working. Avoid anything in the nature of a record-breaking model in the first instance, and choose one with a single propeller which flies with the elevator or small plane foremost. To obtain good results with any model, two things (amongst others) are essential; the rubber must be of the best, and it must be fresh. On no account buy what is obviously old stock, no matter how cheaply it may be offered to you. The rubber to be any* real use must be capable (when new) of being stretched to at any rate 8 times its own length without fracture. If it won't do this, don't buy it. The rubber must also be well lubri cated. There are quite a number of good lubricants on the market ; do not choose one which is too thick or looks at all dried up. Remember the rubber must be lubricated frequently. It should also always be removed from the machine after you have finished flying. It should on no account be passed round bare metal hooks ; if this is the case buy a pennyworth of bicycle valve tubing, cut it up into suitable lengths and place on the hooks before using the machine. On no account buy a machine which is loose or flabby, or which, when shaken, "wibble-wobbles" all over the place; but a taut, well trimmed up machine, possessed at the same time of a certain give or flexibility which all aeronautical machines should possess. On no account try flying the machine in JOHNSON, M.A. the house, or see (supposing the model one fitted with wheels) if it will "get off" the dining-room table. This advice may seem quite superfluous, and yet it is not so, for we personally know of quite a number of instances in which the above has been done, nearly always with disastrous results : not always to the model, be it noted —more often to something intrinsically of much greater value. The smashing of a fifty-guinea vase (which we know of as occurring in one case) could scarcely be considered as equated by the clearly demonstrated fact that the model would really fly. Generally speaking, of course, pictures are the worst sufferers—first of all, that is. It is also most unwise to fly the model in a garden (large or small) in which there are numerous obstructions, such as trees, &c. Hundreds and hundreds of models have been smashed up in this way. Before actually trying to fly your model at all, there are quite a number of things for you to learn, all of which can be learnt either in the house or garden. There is first of all the question of winding up, which reminds us that we have omitted the question of a " winder." As these can bt purchased quite cheaply or easily adapted from an egg-beater or a drill, one should certainly be used. Now we have in this case sup posed the propeller'situated in the rear of the machine, evidently then the propeller, or, to speak more correctly, the rubber motor, must (by means of the winder—fitted to or round the boss or central part of the propeller) be wound up in such a direction that when the propeller revolves, the machine being held stationary, a column of air is driven backwards behind the propeller, to the rear of the machine. As to the number of " turns" which can or should be given to the rubber motor, it is somewhat difficult to say exactly, but the following statement is, we think, a fairly safe one. Pro vided the rubber be well lubricated, 500 turns can at any rate be given. This supposes the rod canying the motor not much longer than the breadth or span of the machine. If this be so 75° to 1,000 turns can be given; but a model in which the fuselage does not exceed to any great extent the breadth of the machine is best. The above statement must be considered only a very approximate one, and as applying solely in a general way to commercial machines. Having mastered the winding up, not forgetting to always keep the bearings well oiled, we pass on now to " gliding " or " launching ' the machine in the open, with rubber motor and propeller in position, but the motor not wound up. The following applies equally well, whether the model be a hand-launched or r.o.g. (rise-off-the-ground) machine. Holding the model by both hands— the left hand grasping some fairly forward part of the fuselage or motor rod, and the right hand the central portion, bracket, bearing, &c. of the propeller, in such a manner as would prevent the propeller from rotating, supposing that the motor was wound up— point the nose or front of the machine slightly downwards and launch fairly fast into the air. Release the left hand just a moment before the right. If your model makes a nice even glide to earth, your elevation is probably correct; try several times to make sure. Is the machine plunges nose first to the ground, you must increase the angle at which your elevator (small front plane) is set; do this little by little until you obtain good even Three-quarter rear view of the Desoutter model monoplane, scale drawings of which were given on November 8th last. Si
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