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Aviation History
1914
1914 - 1210.PDF
j/ySfiirJ the same purpose of the movement of the vertical rudder covered by the Wright patent. Normally the tail plane is adjusted so that the machine will fly straight ahead when the engine is running, and will automatically assume its minimum gliding angle downwards when the engine is stopped. Working automatically in conjunction with the tail plane are two vertical surfaces mounted one between each of the second pair of interplane struts from the wing tips. These two surfaces may be likened to check valves, for, co-operating with the formation of the planes at the outer ends, they maintain the correct banking angle when a turn is being made and prevent the machine from side-slipping outward for want of sufficient banking, and inwards through over-banking. They are hinged so that they can swing freely in an outward direction, but not inwards. When, therefore, the machine tends to side-slip outwards, the outer vertical surface acts as a brake to the movement in this direction, and assisted by the wing-form and relative dihedral angles, creates an additional lift on that side of the machine, which assumes its correct lateral angle for turning. The inner vertical surface is neutral because it is free to swing with the outward motion of the machine. A downward or inward side-slip is similarly checked. As regards the rest of the machine, there is little at variance with usual practice. The 50 h.p. Gnome engine is fixed in the nose of a coracle-like nacelle mounted on the top and in the centre of the lower plane, passenger and pilot being seated in tandem. The two floats are set 11 ft. apart, and are connected to the lower plane by four struts each, with diagonal cross-struts to the centre. The principal dimensions of the Steco hydro-biplane are as follows:—Span, upper 41 ft. 8 ins,, lower 36 ft. ; chord, 6 ft. 2 ins.; supporting area, 464 sq. ft.; area of tail plane, 74 sq. ft. ; overall length, 31 ft. ; weight, empty, 1,320 lbs.; speed, 50 m.p.h. Turning to the Carey biplane, shown in Fig. 2, it will ® ® THE BRITISH Royal Naval Air Service. THE following was announced by the Admiralty on the 10th inst. :— Temporary Assistant Paymaster C. E. M. Hayford, to the " Pembroke III," for duty with the Royal Naval Air Service. Undated. The following was announced by the Admiralty on the nth inst. :— Lieut. J. J. Warner, R.N., to the " Pembroke," for armament duties, Royal Naval Air Service. Undated. The following were announced by the Admiralty on the 14th inst. : Acting Flight Lieuts. L. C. Downing and D. C. S. Evil!, and Acting Flight Sub-Lieut. S. Medlicott to the " Pembroke III," for course of training at ihe Central Flying School. To date Dec. 12th. Royal Flying Corps (Military Wing). THE following appeared in a supplement to the London Gazette issued on the 10th inst. :— Special Reserve. Supplementary to Regular Corps.—The under mentioned Second Lieutenants (on probation) are confirmed in their rank : J. R. Howett, E. L. M. L. Gower, E. K. Davies, M. B. Blake, G. C. Gold, C. H. Saunders, T. F. Rutledge, and R. M. Pike. The following appeared in a supplement to the London Gazette issued on the 12th inst.:— The undermentioned Second Lieutenants, Special Reserve, to be Flying Officers: Richard R. O. Paterson. Dated Oct. 3rd, 1914. Dated Oct. 30th, 1914: Edward K. Davies, Maurice B. Blake, John R. Howett, Cecil H. Saunders, Geoffrey C. Gold, and Edwin L. M. L. Gower. Dated Nov. 17th, 1914 : Thomas F. Rutledge and Robert M. Pike. DECEMBER 18, 1914. be seen that the general design is not so complicated. Briefly, the Carey stability and control system—which was worked out by Edwin R. Carey in April, 1910— consits of the employment of two surfaces* situated side by side which besides functioning as elevators also serve as balancing planes or ailerons. As a matter of fact, much the same system is to be found on the Dunne and 1909 type Cody machines, although Mr. Carey knew nothing of either of these at the time he designed his biplane. It is rather interesting to note the similarity between the Carey and 1909 Cody machines. For reversing the direction ot flight of the former we have the front divided elevator and balancing planes with vertical surface in between, twin screws, and main planes much in the same relative positions as on the Cody machine. On the latter, how ever, there was a vertical rudder at the rear, and in later models ailerons were fitted to the planes in addition to the front elevators. Where the Carey system differs from that of the Dunne is that the ailerons on the planes of the latter are used as elevators as well as for steering to the right or left, whereas in the Carey machine the elevators are used as ailerons and steering is effected by means of a vertical rudder—although there is no reason why the latter should not be dispensed with. These elevators are operated by two separate levers as in the Dunne machine, and can be operated independently or simultaneously. The rudder is actuated by a foot bar. The elevator planes are carried by four pairs of outriggers, two for each plane, extending from the rear spars of the main planes. At the trailing edge of the latter are the two propellers driven by chains from the engine, which is mounted on, and in the centre of, the lower plane. > It is stated that a machine of this pattern was con structed and flown in 1911, but a new machine is to be built shortly, and it will be flown by a former Farman and Bleriot pilot. The principal dimensions of the machine illustrated are:—Span 28 ft. ; chord 4 ft. 10 ins. ; gap 5 ft.; supporting area 269 sq. ft. ® ® UR SERVICES. The following appeared in a supplement to the London Gazette issued on the 14th inst. :— The undermentioned temporary appointment is made at the War Office: General Staff Officer, Third Grade.-Ca.pt. Clive Mellor, Royal Engineers, vice Lieut, (temporary Capt.) H. R. P. Reynold?, Royal Ei gineers. Dated Dec. 3rd, 1914. The undermentioned appointments are made : Aeronautical Inspection Department.—Major John D. B. Fulton, C.B., Royal Artillery, Chief Inspector, to be graded as a Wing Commander, and to be temporary Lieutenant-Colonel. Dated Dec. 1st, 1914. Central Flying School.—Capt. (temporary Major) Tom I. Webb- Bowen, the Bedfordshire Regiment, Assistant Commandant, to be graded as a Wing Commander, and to be temporary Lieutenant- Colonel. Dated Dec. 1st, 1914. Special Reserve. Supplementary to Regular Corps.—Second Lieut, (on probation) James Valentine is confirmed in his rank. The following appeared in the London Gazette issued on the 15th inst. :— Lieut, (temporary Capt.) Herbert R. P. Reynolds, Royal Engineers, from a General Staff Officer, third grade, at the War Office, to be a Flight Commander, and to retain his temporary rank. Dated Dec. 3rd, 1914. Lieut. William H. C. Mansfield, the King's (Shropshire Light Infantry), from a Flying Officer to be a Flight Commander, and to be temporary Captain. Dated Dec. 7th, 1914. Second Lieut. James Valentine, Special Reserve, to be a Flying Officer. Dated Aug. 30th, 1914. Special Reserve. Supplementary to Regular Corps.—Second Lieut, (on probation) Robert Loraine is confirmed in his rank. I2IO
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