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Aviation History
1914
1914 - 0653.PDF
JUNE 19, 1914. in presenting the results. For instance, when a great many tests have been made we shall have a great many- pairs of figures each representing a relationship between the two variable quantities. By taking a piece of squared paper and marking off the divisions to any arbitrary scale we can insert the dots accordingly, and when they are all inserted we can draw a curve through them. (Fig. 2.) Now if the majority of the dots cluster closely round the curve that is drawn through their midst it is proper to suppose the real relationship that holds good is represented by that curve, and in this way we may arrive at a mathe matical expression for the relationship. If in the series there happens to be one dot far removed from the others (A, Fig. 2) it is a sure sign that something is peculiar about that particular test. This, therefore, draws atten tion to another purpose of the graph, which is that of checking a series of results by plotting them on squared paper so as to see whether they arrange themselves in proper sequence. Suspicion is immediately cast upon any isolated point that lies far removed from the others. An excellent example of the use of a graph is that illustrating the relationship between lift and angle of ® ® JygHf] incidence for a cambered wing. At a certain angle the conditions suddenly change, and as the angle increases the lift decreases instead of increasing, as it will be found to do up to that point. A graph shows the change immediately, and a series of such graphs serves as the best possible way of comparing a group of sections. Thus, a group of flat-bottomed wing sections having a variable height of camber was tested at the National Physical Laboratory, and it was found that the wing having the greatest camber reached its critical angle at the least amount of positive inclination (Fig. 3), whereas the thinner wings reached their critical angles at greater inclinations. Notwithstanding this, however, the group of curves illustrating the tests showed a likeness in their general form, and thus it is that such a graph may be said to be a "characteristic curve" for cambered wings as a class. Such curves, which are used in all branches of science and engineering, are often spoken of in these terms, and those interested in the subject are supposed to have the general form of the more important graphs clearly fixed in their minds, so that they may be able to use them as a common basis for discussion. ® ® AEROPLANE TYPES. THE KANTNER-MOISANT MONOPLANE. AMERICA has not produced many monoplanes that could be called original in design, most of them being of the Bleriot type, but in fairness it must be said that they possess many interesting points in details and construction. Such is the case with the Kantner-Moisant monoplane, monoplane, but on closer inspection it will be seen that there are two or three distinct differences. In the first place, the main planes are almost rectangular in plan- form, the leading and trailing edges being of the same span; secondly, the landing chassis is of the Bl^riot type. The tail is of the balanced elevator type. The type, the nose 1 1~~ 1 1 -I I 1 "• "r 1 • T ._ -: ... . 1 . -1 KflnTnEK-noisflnT nonoPLflnc. which was built by the Moisant Aviation Co. to the designs of Mr. Harold Kantner, who has piloted the machine himself with some considerable success. At first sight this machine resembles the Morane-Saulnier fuselage is of rectangular section from th e to a point level with the trailing edge of the main planes, from whence it tapers to a horizontal knife-edge at the tail; it also decreases slightly in width from this point. The fuselage is built up in the usual box-girder style, wire braced, and is divided in the middle for the purpose of facilitating transport. The pilot's cockpit is situated well forward, while observation below is improved by cutting away a portion of the main planes at the leading edge of the main planes, and also from the rear spar to the trailing edge. The 50 h.p. Gnome engine is mounted in front of the fuselage, and is pro tected by an aluminium cowl or shield which extends to the cockpit, protecting the pilot from both wind and oil. The main planes are built up on two large spars, and taper slightly from root to tip. The top caliane, a pyramid of four steel tubes, is mounted well forward, and the wing cables have specially designed attachments whereby the detachment of the planes is easily and quickly accomplished. The chassis, of the BleViot type, slopes forward in order to bring the wheels well forward to prevent the machine from turning over on its nose. The principal dimensions of this monoplane are : Span, 30 ft.; length, 21 ft.j chord, 6 ft. (root) 5 ft. 9 ins. (tip); supporting area, 698 sq. ft.; speed, 70 m.p.h. "VEE JAY." (% & ® ® The German Triangular Race. TUB committee in charge of the Triangular Race over the Berlin-Leipzig-Dresden course, a report of which was given in our last issue, has issued its awards, the five leading places being: 1. Schuler (Ago biplane, 150 h.p. Hem), 1,274 kiloms. in 2lh. 25m. 12s. ; 2. lanisch (L.V.G. monoplane, 80 h.p. Gnome), 1,137 kiloms. in 24h. 52m. 51s. ; 3. Koenig (Court monoplane, 100 h.p. Mercedes), 900 kiloms. in 7h. 33m. 20s. ; 4. I Anger (Hirth biplane, 100 h.p. Benz), 1,274 kiloms. in 22 hrs. 24 mins. 653
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