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Aviation History
1914
1914 - 1126.PDF
fU9^ it will be noticed the whole shaft, F, will gradually move in the direction of the arrow, carrying with it the wheel, D. As this is continued, it will get out of reach of the wheel, B, above (but, before this actually takes place, the lock, E, must be inserted into one of the holes thown at C, end elevation). The lower wheel, D, now being clear of the wheel, B, the required number of turns may be obtained by continuing to wind. " What actually takes place in flight is, the lower motor drives the propeller, and as it gradually unwinds the spring, C, pushes the whole shaft, F, in the opposite direction of the arrow, carrying with it the wheel, D. As this gets into connection with the wheel, D, the lock, E, is released, which frees the wheel, B ; then the upper motor continues to drive. I need hardly mention the lock, E, is loose on the shaft, and does not revolve with it. I have omitted to mention that the rubber at the hook, H, drops off when it has • • • Ertd rt*r*tie*i 1— Mr. Gavin Brown's novel twin rubber motor. become unwound (being put on loosely). Thus, it will not hinder the second motor by starting to rewind, and will also slightly lighten the model for the later part of the flight. If a small metal ring be fastened to the rubber, it will greatly assist this. " The following facts have to be noted : (i) The rubber on the hook, A, requires to be almost double the strength of the rubber on the hook, H, if a uniform speed is desired ; (2) in some cases the lock, E, did not slip, and then the duration was not so lengthy as wag expected. As you will notice, the whole device is very simple in construction, having few working parts to get out of order. " Do you think the propeller advancing gradually would upset the balance or change the flying angle ? What is the value of such an invention ? " [In reply to the first query, No ; to the second, Commercially nil. We do not think a longer duration either would be obtained by the above, but we shall be pleased to hear what some of our readers have to say. One or two other very interesting rubber motors have recently been brought to our notice, but we are not at present at liberty to publish details. One sent from the Colonies permitted a large concentration of weight about the e.g. We should like to see more aeromodellists working on such lines. The great difficulty in all small concentrated motors, which always include gearing of some kind, is the enormous amount of energy lost due to friction in pro portion to the power developed.] H> A BALL THRUSTS. B BEARfNG TUBES SOLDERED TO CLIP C GEARI/YG. D PROPELLER CLIP FROM HOOK G. E PROPELLER CLIP FROM HOOK F H CLIP FOR FASTEMN6 TO STICK. Mr. W. G. Aston's " Wild-Cat" gear with " Aston * pro peller clips. NOVBMBEK 13, 1914. Mr. W. G. Aston's Wild-Cat Gear. [See page 1086. October 30th.) Mr. Richard Langley (an aeromodellist serving with the Colours) sends us the following very interesting description of the above:— " From what I remember of Mr. W. G. Aston's ' wild-cat gear,' it had no intermediate wheel, G (Fig. 5), and was more like those shown in Figs. 2 and 3. " I have taken FLIGHT from the winter after Bleriot crossed the Channel, and I can truthfully say it gets better and better. " Please excuse scrawl, but am sitting on a straw palliasse to write this." Dover Model Aero Club. We have received the following from Mr. Cyril Watts (hon. sec. of the above club):— " As secretary of the Dover Model Aero Club, I should like to draw attention to the statement made by Mr. Holman in a recent issue 'that the twin-propeller monoplane,' drawings of which were published therein, ' may (with limitations) be taken to represent the average type of machine flown by members of the Dover Model Aero Club.' This statement is decidedly not correct, since, for fully a year, the club has done everything in its power to discourage this type of machine. In fact, out of numerous competitions held, only two have been for this type, and these were arranged for new members who were not sufficiently advanced to make more scientific types. At present Mr. Holman is the only member in the club possessing this type of machine, and all the other members agree that the "biplane is far more interesting and that its flying qualities are far better than those of the monoplane, so that tractor and pusher biplanes are the prevailing machines in the club, the latter holding the club records for h.l. duration and r.o.g. distance and duration, the record in the former case being 90 sees. Mr. Holman also says, ' the members of the club have for some time past been in bad repute owing to the fact that their machines seemed exceptionally heavy.' I fail to see how that conclusion is arrived at, considering the fact that two or three members have made 4 ft. biplanes, the total weight of which did not exceed 6 oz.'' [We do not see that Mr. Holman's statements reflect in any way on the above club, even supposing them to be meant exactly as the secretary interprets them. The question of monoplane v. biplane will not be settled for many years yet, if ever. Personally, we rather fancy heavy machines, or, at any rate, machines which are heavily loaded ; each, however, has its use, and neither should be neglected.] A model Bleriot constructed by Mr. Richard Langley, an aeromodellist now serving with the colours. 1126
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