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Aviation History
1914
1914 - 1074.PDF
I/DUD As already mentioned, there are certain constructional difficulties which militate against the satisfactory solution of the problem of the variable angle of incidence, but the Paul Schmitt biplane, which was exhibited at the last Paris Aero Show, and which is not, as might be inferred by its name, a German but a French production, is the most practical attempt that has yet been made to over come the difficulties. Since the method employed of altering the angle of incidence is the most interesting feature of this machine it will be dealt with first. From the accompanying illustrations it will be seen that the two main planes form a separate unit indepen dent of the body, which passes between the planes with out touching either of them. Attachment to the fuselage is effected by a transverse tubular shaft resting in ball bearings on the apices of two inverted V tubes, which are in turn bolted to the upper longitudinals of the body. The ends of the transverse axis are rigidly attached to two fore and aft tubes secured to the inner pair of interplane struts. These Sketch showing method of altering the angle of incidence in the Paul Schmitt biplane. are connected top and bottom by transverse steel tubes, and pass inside the body, running through slots in the top covering. In this way it will be seen the wings are free to rotate around the transverse axis until the inner plane struts touch some member of the body. They are prevented from doing so by a large nut working on a threaded shaft mounted longitudinally on the floor of the body. This nut is connected by two pivots to the rear pair of interplane struts. On the rear end of the longi tudinal shaft are carried two concentrically mounted OCTOBER 30, 1914. sprockets from which chains pass to two hand wheels in front of the pilot. Rotation of one wheel causes the shaft to revolve slowly, whilst the other is so geared that a more rapid movement is obtained. As the shaft rotates it displaces the threaded nut in a forward or backward direction, and with it the lower ends of the interplane struts, to which it is pivoted. The amount of movement is such that the main planes swing through an arc of from o to 12 degrees. By suitably varying the power the machine can be flown at speeds from 22 to 68 m.p.h., maintaining a horizontal flight path, whilst if it is desired to climb quickly, the planes are set at a large angle of incidence and the engine opened out. The number of records which this machine has to its credit are ample proof of the excellence of the design. Apart from the variable incidence, this machine is interesting on account of the fact that it is built practi cally throughout of steel. The body is built up of steel tubes autogenously welded. From the nose to a point just behind the seats the body is of rectangular section, whilst to the rear of this point the lower longitudinals converge so as to form a triangular section. In the stern of the body the longitudinals are connected to a short transverse steel tube which forms a pivot for the elevator. This member is unusually large and is partly balanced, no doubt in order to make it easier for the pilot to operate, a feature which is almost a necessity in a machine in which the elevator plays such an important part in the speed variation. In the nose is mounted between double bearings the 160 h.p. Gnome engine, which is partly covered by a shield of a similar form to that employed on the Morane-Saulnier monoplanes. Behind the engine are carried the tanks, and to the rear of these is the passenger's cockpit, which is extremely roomy, and which is entered through a door motor car fashion. Still further back, and on line with the trailing edge of the planes, is the pilot's seat. In front of him are the con trols, which are of the usual type, i.e.., a wheel operating the ailerons and elevator, and a foot bar for the rudder. The landing carriage, although not unduly complicated, is immensely strong, a not unnecessary requirement in a machine carrying at times a useful load of over 1,800 lbs. The accompanying sketch is self-explanatory; suffice it to say that the landing carriage is built of steel tubes throughout. The chief characteristics are : Weight, empty, 1,430 lbs.; area, 480 sq. ft.; minimum speed, 22 m.p.h.; maximum speed, 68 m.p.h. 77v.e Royal XJiero Clu.- of the United Kii\gdo. Aviators' Certificates. tE following Aviators' Certificates have been granted : Flight Sub-Lieut. John Joseph Petre, R.~~ 3B OFFICIAL M0TICE5 TO MEMBERS 942 — N.A.S. (E.A.C. Biplane, Eastbourne School, Eastbourne). Oct. 14th, 1914. 943 Alexander Burnell Rendall (Maurice Farman Biplane, Military School, Brooklands). Oct. 19th, 1914. 944 and Lieut. Cecil Harloven Saunders, R.F.C. (Maurice Farman Biplane, Central Flying School, Upavon). Oct. 21st, 1914. 945 Flight Sub-Lieut. Arthur Ethelbert Griffin, R.N.A.S. (Maurice Farman Biplane, Central Flying School, Upavon). Oct. 2ISt, I9I4. Appointments to the Distinguished Service Order. The King has been graciously pleased to appoint the following Members of the Royal Aero Club Companions of the Distinguished Service Order, and to award them the Distinguished Service Cross, in recognition of their services in the War :— Commander C. R. Samson, R.N.A.S. Squadron Commander Spenser D. A. Grey, R.N.A.S. Flight-Lieut. R. L. G. Marix, R.N.A.S. New Members. Members are reminded that according to the Rules, the Annual Subscription of any New Member they may propose, who is elected between November 1st and December 31st of this year, will cover the period up to December 31st, 1915. Royal Aero Club Burgee. Burgees, embodying the design recently approved by His Majesty the King, namely the Royal Crown with the Caduceus, can now be obtained by Members from the Royal Aero Club, price 6*. each. c. „ B. STEVENSON, Assistant Secretary. 166, Piccadilly, W. IO74
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