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Aviation History
1914
1914 - 0903.PDF
attachment of the strut to the upper rear spar. From a steel clip on the lower longeron other cables run to the upper extremities of front and rear struts. This method of bracing is somewhat unusual, but in the opinion of the designer combines great strength with low head resistance. The struts themselves are of unusual con struction, in so far as they consist of steel tubes totally enclosed in streamline wood casings, a construction which renders them immensely strong. They are attached by means of steel clips gripping the spars without piercing them. The latter are of hollow section and bound with fabric, and during a test to which one of these spars was subjected it carried a load of eight times the weight of the whole machine without any per ceptible deflection. In addition to the heavy stagger the main planes are interesting on account of the fact that the lower plane is set at a smaller angle of incidence than the upper one, the two angles being 3° and 5° respectively. The object of this arrangement is to improve the longitudinal stability of the machine, and the results obtained in practice show that it answers its purpose, A dihedral angle of 20 to the lower plane increases the lateral stability. The IF anything is capable of working changes quickly and altering the usual order of things which have been taken for granted, surely it is war, and a visit to Brooklands just now emphasises the fact. Brooklands is a place where one has been accustomed in the past—it already seems long ago—to stroll round from one shed to another examining, with the interest of the enthusiast, technical details of machines either newly arrived or in the course of construction, discussing their merits with the designers or their behaviour with the pilots, as the case might be. When tiring of this, which was not until the tour of all the sheds had been completed, there was the " Bluebird " —that aviators' stronghold—where there was always a group of pilots in whose company a couple of interesting hours could be spent " talking shop " or listening to amusing rela tions of incidents well told, for there ap peared to be among the Brooklanders a great number of excellent raconteurs. Now, how ever, all is changed. Brooklands is in the hands of the R.F.C., the " Bluebird" is not the "Bluebird" but the "Canteen," and nearly all the familiar figures which used to adorn the landscape have gone. The Vickers, Bristol and Sopwith sheds have been turned over to the R.F.C., as have also nearly all the hangars adjoining and at the back of the " Bluebird "—I beg pardon, " Canteen." I understand that Bleriots and the Martinsyde firm are going to continue constructional work, but that the other firms, which, with few exceptions, have works elsewhere, have received " marching orders." xxx From Mr. Stutt, the Bristol pilot, who was busy teaching pupils, I learned that his engagement would terminate on Satur- upper plane, which is straight, is fitted with interconnected ailerons. In order to give a good view from the pilot's seat in a downward direction, the trailing edge of the lower plane has been cut away near the fuselage. From the passenger's seat the view in a forward and downward direction is practically unobstructed, and that it is com paratively easy to get out of in case of a smash was proved by Mr. North recently, when he managed to " bubble" to the surface when his seat was totally submerged. At the rear of the fuselage are carried the tail planes, which resemble those of the Morane monoplanes as regards the elevator. No stabilizing plane is fitted, but a vertical fin extends forward from the rudder. A small metal float takes the weight of the tail planes when the machine is at rest. The chassis consists of two floats, carried on a structure of four stream-line steel tubes, held rigid by means of stout stranded cables. With full load on board, including 50 gallons of petrol, y gallons of oil, or sufficient for a flight of 5^ hours' duration, passenger and pilot, the machine develops a speed of about 85 m.p.h. © ® ® ® Lieut. J. G Porte, who is in charge on behalf of the Royal Naval Air Service at Hendon. day last, when the school would be taken over by the authorities. Mr. Jack Alcock, of Sunbeam fame, was sitting on a petrol tin, a picture of utter dejection, his face buried in his hands. I can sympathise with him, for not only had his beloved Sunbeamengined M. Farman been taken from him, but he was under orders to vacate the cosy little cabin which he had rigged up in one corner of his shed. Fortunately, his gramaphone had not beenf commandeered, and soon, to the tune of "It's a long way to Tipperary," he forgot— at least temporarily—the loss of his M.F. By the way, I hear that he made a short flight on P.B. IX the other day, so it is possible that we may see Alcock as pilot of a scouting biplane one of these days, for although most of his experience in flying has been gained on machines of the pusher type, a flyer of his abilities should have no difficulty in mastering a tractor. Among the pilots who are leaving Brook lands is Mr. Harold Treloar, of Ballarat, who, as recorded in " Eddies" some time ago, obtained his brevet at the Bristol school after only three weeks' tuition, and who has since been taking an extended course at the Bleriot school in order to get some experi ence in the handling of a monoplane. Mr. Treloar is leaving for Australia on the R.M.S. "Osterley" this week, and hopes, as soon as the war is over, to purchase a Bleriot monoplane of the same type as the machine that he has been flying at Brooklands lately, and which he considers ideal for the pilot- owner. It is to be hoped that Mr. Treloar may arrive safely at his destination, and soon be able to help on the good work of assisting the cause of aviation under the Southern Cross. Bon voyage 7 903
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