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Aviation History
1915
1915 - 0554.PDF
t/jJGHT with the exception of members where big strains and wear obtain, in which case the factor of safety is proportionately increased. Oversize wire cross bracings are also employed in order to minimise excessive elongation, causing mal adjustment, and the consequent need for frequent adjustment. Another feature that makes for strength is that in no case is a compression or load member pierced by bolts or pins, and none of the metal parts are welded. In short, the makers claim in their machine a high standard of workmanship and the best of materials—raw and finished materials for the first machine were tested in the laboratories of the Sheffield Scientific School, Yale University. The upper and lower planes are of equal span, 38 ft., and are made up of four similar units and a small central panel mounted above the body by four struts, to which the two upper plane portions are attached. The lower plane units are attached to the bottom longitudinals of the body by means of four quick detachable heavy nickel steel pins. The inter-plane struts (four pairs) and bracing cables are anchored in quick detachable fittings with chrome nickel steel pins provided with safety chains. Both top and bottom planes are set at a slight dihedral angle, and the top plane is staggered forward 1 ft. 3 ins. in advance of the other. To improve the pilot's view above and below, portions of the planes are cut away in the top central panel and in the lower plane on either side of the body respectively. The main spars are of ash, and are of ample proportions. The front ones are situated some 6 ins. from the leading edge, whilst the rear spar is nearly 2 ft. from the trailing edge. The ribs, which are spaced about 1 ft. apart, are rigidly attached to the spars and only carry load stresses. A system of internal struts and wire cross bracing serves to take all compression strains. The wing section em ployed has been designed to give large lift combined with a wide speed range. Balancing flaps are hinged to the rear spars of both top and bottom planes, and the cables operating them are concealed within the planes. The gap between the flaps and the planes has been re duced to a minimum, so that there is little, if any, drag ROYAL AERO® CLUB OF THE U.K. JULY 30, 1915. and loss of efficiency thereby. High grade linen, doped with Gallaudet varnish, is employed in the covering of the planes and other surfaces. The tail consists of a fixed non-lifting surface, semi circular in shape, to the trailing edge of which are hinged two elevator flaps, in between which is a vertical rudder. Forward of the latter is a vertical triangular fin. All these members, which are constructed of heavy gauge steel tubing, are secured to the body by a neat and safe arrangement, whereby they can be removed therefrom merely by withdrawing three bolts. The body presents a very good streamline, being rectangular in section, tapering to a vertical knife- edge at the rear, and having a turtle deck. It is built up in two sections, of ash longitudinals and struts in the forward portion and spruce in the rear, the whole frame being well braced with heavy gauge wire, whilst the joints are all connected by means of specially-designed steel fittings, which obviate the necessity of piercing the longitudinals. The 7-cylinder 90 h.p. Gyro engine is mounted on two steel beds rigidly secured to the longitudinals in the nose, and is partially enclosed by an aluminium cowl. Immediately behind the engine are the fuel tanks, having a capacity for four hours' flight, and behind these are the passengers' and pilot's cockpits respectively. Forward of the cockpits the body is covered with sheet aluminium, the remainder being covered with fabric. The seats are provided with an arrangement for quickly adjusting their height. The Deperdussin type of control is fitted—a vertical wheel for lateral balance on a rocking column actuating the elevator, and a foot-operated rudder bar. The under-carriage consists of two ash skids connected to the body by three pairs of hollowed struts, and a tubular axle, sprung from the skids, carrying a pair of 26 in. by 4 in. wheels. The principal dimensions of the Mayo tractor biplane are: Span, 38 ft.; chord, 5 ft. 6 ins.; gap, 5 ft. 3 ins.; supporting area, 374 sq. ft.; overall length, 27 ft.; weight, empty, 1,235 lbs.; speed, 43 to 80 miles per hour, with a landing speed of 36 m.p.h. OFFICIAL NOTICES TO MEMBERS. Aviators' Certificates. THE following Aviators' Certificates have been granted :— 1445 2nd Lieut. Leonard Arthur Tilney (Duke of Lancaster's Own Yeomanry) (Maurice Farman Biplane, Military School, Farnborough). March 2nd, 1915. 1446 2nd Lieut. Samuel Traherne Saunderson (Irish Horse) (Maurice Farman Biplane, Military School, Farnhorough). April 24th, 1915. 1447 John Cotesworth Slessor (Maurice Farman Biplane, Military School, Brooklands). July 6th, 1915. 1448 Exley Livingston Millar (Maurice Farman Biplane, Military School, Brooklands). July 15th, 1915. J449 2nd Lieut. John Ashworth Barraclough (Maurice Farman Biplane, Military School, Farnborough). July iSth, 1915. 1450 Flight Sub-Lieut. William Lionel Graham, R.N.A.S. (Maurice Farman Biplane, Royal Naval Air Station, Chingford). July 19th, 1915. 1451 Lieut. George Lindores Wightman (Gordon Highlanders) (Maurice Farman Biplane, British Flying School, Le Crotoy, France). July 19th, 1915. 1452 Sergt. Alexander Patterson, R.F.C. (Maurice Farman Biplane, British Flying School, Le Crotoy, France). July 19th, 1915. 1453 Norman George McNaughton (Maurice Farman Biplane, Military School, Brooklands). |uly 21st, 1915. 1454 Richard Yates (Maurice Farman Biplane, Military School, Brooklands). July 21st, 1915. 1455 Flight Sub-Lieut. Henry Connell Vereker, R.N.A.S. (Maurice Farman Biplane, Royal Naval Air Station, Chingford). July 21st, 1915. 5'54 1456 2nd Lieut. Richard Spencer Lucy (2/7 Worcestershire Regt.), (Maurice Farman Biplane, Military School, Birmingham). July 21st, 1915. 1457 2nd Lieut. Eric Roby Vaisey (Essex Regt.) (Maurice Farman Biplane, Military School, Farnborough). May 2ISt, I9I5. THE FLYING SERVICES FUND administered by THE ROYAL AERO CLUB. THE Flying Services Fund has been instituted by the Royal Aero Club for the benefit of officers and men of the Royal Naval Air Service and the Royal Flying Corps who are incapacitated on active service, and for the widows and dependants of those who are killed. The Fund is intended for the benefit of all ranks, but especially for petty officers, non-commissioned officers and men. Forms of application for assistance can be obtained from the Royal Aero Club, 166, Piccadilly, London, W. Subscriptions. £ s. d. Total subscriptions received to July 21st, 1915... 9,393 10 n Committee of the Ceylon Planters' One Day's ' * Pay Fund 400 Miss Dorothy Pennington (Second contribution) o 10 6 Total, July 28th, 1915 9,398 1 5 166, Piccadilly, W. B. STEVENSON, Assistant Secretary.
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