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Aviation History
1914
1914 - 1192.PDF
(/ycRfj planes, is the pilot's, both being protected by streamline cowels. Dual controls are provided, either of the Curtiss shoulder-yoke type or Deperdussin pattern. The maxi mum depth and width—at the cockpits—of the fuselage is 2 ft. II ins. and 2 ft. 2 ins. respectively. The tail consists of a semi-circular stabilising plane, to the trailing edge of which are hinged two elevator flaps, mounted on the top longerons of the fuselage, and a partly balanced vertical rudder pivoted to the last strut of the fuselage. This strut is also extended below the latter in order to carry a sprung tail skid. The chassis consists of two skids 6 ft. long, attached to the lower longerons of the fuselage by three pairs of struts each. Sprung to the skids by means of rubber bands is a tubular steel axle DECEMBER II, 1914. is also somewhat modified. This model has a speed1 range of 45 to 80 m.p.h. and a climbing speed of 500 ft. per minute. Both these models can be converted into hydro-biplanes for over-water flying by the fitting of a single pontoon float to the chassis in place of the wheels, and as such have been very successful. The latest Curtiss tractor (Fig. 3), built for the abandoned U.S. Military Trials, shown in one of the accompanying illustrations which we reproduce from our American contemporary Flying, differs from the model J tractors in the main planes and chassis. The former, which have a Morane-Saulnier plan form—larger span at the trailing edge—are set at a pronounced dihedral angle, and top- and bottom planes are of equal span. The ailerons, of Fig. 3.—The latest Curtiss tractor biplane, built for the U.S. Army Trials. carrying a pair of disc wheels. The principal dimensions of this machine are as follows :—Span, upper plane, 40 ft. 2 ins.; lower, 30 ft.; chord, 5 ft.; area of main planes, 346 sq. ft.; area of stabilising plane, 30 sq. ft.; area of elevator, 16 sq. ft.; area of rudder, 7 sq. ft.• overall length, 26 ft. 4 ins.; speed range, 45-75 m.p.h.; climbing speed, 400 ft. per min. Another model made is a scout, which differs from the model just described in that the main planes have a span of 24 ft. top and bottom, and that ailerons, 7 ft. by 2 ft., are fitted to both top and bottom planes. The chassis ® ® which there are two, are of substantial size, and are mounted between the top and bottom planes on the two outer rear struts. The chassis consists of two skids, upturned at their forward ends, which project beyond the tractor screw, connected to the fuselage by three struts each. Two of the latter are connected to the skids close together, one on either side of an axle carrying a pair of running wheels and sprung to the skids. In other respects this machine is very much the same as those previously mentioned. @ ® THE SOVEREIGNTY OF THE AIR. IT was reported from Berne on Monday that the replies of the British and French Governments to the representa tions made by the Swiss Federal Council regarding the reported passage by British aeroplanes over Swiss terri tory had been received. The French Ambassador handed to the Federal Council a declaration by the French Minister for Foreign Affairs expressing sincere regret if it should prove to be the case that there was founda tion for the complaint, and adding that if this were so the incident could certainly only be attributed to inadvertency. The French Government valued more than ever Swiss neutrality, and wished that it should be scrupulously respected by French troops, whether it was a question of the actual territory or the air above it. The British reply stated that the aviators who participated in the attack on the Zeppelin works had formal instructions not to fly over Swiss territory. If, in spite of this, they had done so, it must be attributed to accident and the difficulty of recognising at a great height the position of an aeroplane. The British note continued :— " In view of the proofs advanced by the Federal Council establishing the fact of the passage of the aviators over Swiss terri tory, the British Government gives the assurance that the aviators acted contrary to its intentions, and expresses its deep regret. " The British Government wishes to take this opportunity ot stating that the orders given to the aviators, and the expression of regr=t for the non-observance of its instructions, are not to be interpreted as a recognition by the British Government of the existence of a sovereignty of the air." The Federal Council has thanked both Governments for their statements, and has informed the British Government that as inter national law does not recognise any limit to the sovereignty of the air the Federal Council must claim this sovereignty to its full extent. The Council points out that since the mobilisation of the Swiss Army- it has issued instructions accordingly. 1192
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