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Aviation History
1916
1916 - 0077.PDF
JANUARY 27, 1916. 593 + 120= 713 lbs. The loading corresponding to this figure is 713 4-150 = 4-8 lbs./sq. ft. For the low speed it will be seen from the table that at 55 ft./sec. 160 in cidence the lift is 4-32 lbs./sq. it. The lift obtained with biplane efficiency of 85 per cent, is therefore 4-32 x -85 = 3-7 lbs./sq. ft. It will thus be seen that it will not be possible to obtain the minimum speed of 35 m.p.h. unless either the weight of the various items is cut down or the area increased until the loading has been reduced to 3-7 lbs./sq. ft. Before deciding on such drastic measures as re-designing the whole fuselage it will be interesting to see what results can be got by increasing the area. It is obvious that if the area is increased and the angle of incidence kept the same excess lift will be obtained at the maximum speed, which would have to be counteracted, when flying level, by pointing the nose of the machine downwards. As this is undesirable partly because the downward angle of the propeller shaft gives a downward component and partly because the fuselage will then not be flying at the angle of least resistance, a compromise may be effected by setting the wings at a smaller angle of incidence with relation to the propeller shaft. I am well aware that in so doing difficulties will be again encountered since the machine will not be flying at the angle corresponding to the maximum lift/drift, and that she will also be flying closer to the lower critical angle, but the excuse is that the drift co-efficient is smaller at 2° than at 4°, and that any possible tendency to "hunt" can be counteracted by setting the tail plane at a small negative angle of incidence. It will be seen that at 20 incidence and velocity of THE FLYING SERVICES FUND-ADMINISTERED BY 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. » ® (/OGHT) 95 ft./sec. the lift is 373 lbs./sq. ft. Allowing for biplane interference we get lift of biplane=3 7 3 x -85 = 3-17 lbs./ sq. ft. Assuming that this larger plane can be built for the same weight of "8 lbs./sq. ft. there is obtained useful lift = 3*17 — "8 = 2-37 lbs./sq. ft. Area required is, therefore, 593 •*• 2-37 = 250 sq. ft. The weight of the wings is 250 x "8 = 200 lbs., and the total weight of the machine 593 + 200 = 793 lbs. The loading is, there fore, 793 -4- 200 = 3.9 Ibs./sq. ft., this is "2 lbs./sq. ft. heavier than the lift at the minimum speed, but as at the higher angles the fuselage begins to give a certain amount of lift it may be reasonably expected that the landing speed will be not far above the minimum of 35 m.p.h. which we set out to obtain. There now remains to be seen whether we shall be able, with the larger wings, to get the maximum speed. At an angle of incidence of 20 the lift/drift is 10-9. Taking it as sufficiently accurate for the moment to assume that the lift/drift is unaffected by velocity and length of chord we have lift at 2° incidence and 95 ft./sec. = 373 lbs./sq. ft. Total lift therefore = 250x3-73 = 932 lbs., and drift = 932 ~ 109 = about 85 lbs. As the makers of the Anzani engine state that with a propeller efficiency obtained in ordinary practice the 30 h.p. "Y" type Anzani engine will give about 150 lbs. thrust we have 150 — 85 = 65 lbs. available for overcoming resistance of body, chassis, strutting and wiring. As, owing to the fairly good stream line of the body, this will not offer any great resistance it may be reasonably expected to get the maximum speed aimed at. (To be continued?) ® ® THE ROYAL Subscriptions. AERO CLUB. Total subscriptions received to Jan. 18th, 1916... Collected at the Westland Aircraft Works, Yeovil (Sixteenth contribution) Employes of Ruston, Proctor, and Co., Ltd. (Fifth contribution) E. Dukinfield Jones (Third contribution) I 10,411 d. 2 o 13 9 2 o 10 10 Total, January 25th, 1916 ... B. STEVENSON, 166, Piccadilly, W. ® ® ... 10,424 8 11 Assistant Secretary. M WITH the advent of finer weather the flying at Hendon is getting more lively, and last Saturday and Sunday saw, on the whole, fairly good attendances and plenty of flying. Owing to a stiffish wind on Saturday it was not until well into the afternoon that J. H. Moore " officially " started things on his 50-55 h.p. L. and P. biplane, although previously flights were made by a Maurice Farman shoithorn and a De Havilland pusher scout. Moore first made two test flights, indulging in a few almost vertical banks, spirals, &c, before starting to take up several passengers. Unfortunately, later his engine developed trouble, and so prevented him from doing as much flying as he intended—but this is only one of the many trials of an aviator. As the wind began to drop somewhat some of the schools got going, and the ground, if not the air, presented a lively aspect. A Thomas tractor biplane also took the air, and put up quite a good show. Sunday afternoon was much better both as regards the attendance and the flying, besides being beautifully fine. J. H. Moore was, of course, hard at work on the " Almanac," and the G.-W. stud, Marcus D. Manton, M. Osipenko and C Pashley, were also busy on the 60 h.p. G.-W. 'buses. R. Kenworthy and W. Roche- Kelly were out on 50 h.p. Beatty-Wrights, and G. Virgilio on a 45 h.p. Beatty-Caudron. In addition, there was plenty of school work, several pupils making flights. 77
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