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Aviation History
1914
1914 - 0061.PDF
The other machine, which was similar in general lines, was fitted with wings of much bigger span, and the chassis was of a more useful type, the wheels being sprung in the usual way by rubber shock absorbers. Constructionally the two machines consisted of a very deep fuselage built up of four longerons of ash, con nected by struts and cross-members of spruce. The method of joining these to the longerons was such that the longerons are not weakened by piercing. The tail planes are built up of steel tubes. The upper stay wires of the wings were attached to the top of a triangular pyramid in such a manner that they could be quickly dismantled, and the lower lift-wires were secured to a quad rangular pyramid, which was inde pendent of the landing chassis. Con trol was effected by a single hand-lever for warp and elevator, and a foot-bar for the rudder. One gathers that in the future the Ponnier monoplanes will probably be built of steel throughout, now be added to the ever-increasing "Flight" Copyright. SO list that this firm of aeroplane The 60 h.p. Ponnier monoplane. must facturers who favour steel as a material for aeroplane construc- manu- tion in preference to wood. PAUL SCHMITT. ON the same stand as the Morane-Saulnier monoplanes, but forming a separate exhibit, was the Paul Schmitt biplane, the most interesting feature of which was the provision made for altering the angle of incidence. This machine, which was built of steel throughout, was fitted with a 14-cyl. 160 h.p. Gnome engine, mounted on double bearings in the front of the fuselage. The fuselage, which was built up of steel tubes, was of rectangular section in the front portion, gradually tapering to a triangular section at the rear. In front of the main planes was a very roomy cockpit containing the passengers' seats, which were placed side by side. Access to this cockpit was gained through a door in the side of the fuselage, and the spacious cockpit reminded one more of a motor car than of an aeroplane. The pilot's seat was situated out behind the main planes, and in front of him were the two wheels by means of which the angle of incidence could be altered while the machine is in flight, as well as the ordinary con trol levers, which consist of a single central lever for ailerons and elevator, and a pivoted foot-bar for the rudder. It is, perhaps, a debatable point whether it is of any great advantage to be able to vary the angle of incidence during flight, and practical tests of this machine will therefore be of great interest. From the accom panying diagrammatic sketch the principle of the system employed for varying the angle of incidence will be easily understood, and the method of carrying it out appears to be a mechanically sound piece of work. The range of variation in the angle of incidence is from o to 12 degrees, and the wings may be moved through that arc in the space of a few seconds. By increasing the angle of incidence and at the same time throttling down the engine, the minimum speed is obtained, while decreasing the angle of incidence and opening out the throttle increases the speed of the machine. The chassis, which was built up of steel tubes throughout, was of the wheel and skid type, the four wheels being carried on a single axle sprung from the skids in " Flight" Copyright. Diagrammatic sketch showing method of alter ing the angle of Incidence in the Paul Schmitt biplane. the usual way by means of rubber shock absorbers. The tail planes consist of a large balanced elevator and a divided rudder, no fixed tail plane being fitted. A pivoted tail skid protects the tail planes against contact with the ground. " Flight" Copyright. THE PAUL SCHMITT BIPLANE.—On the left are seen the tail planes. 6l
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