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Aviation History
1916
1916 - 0217.PDF
MAICH 16, i9»»- inner and outer hinges of the elevators. Inset in the large illustration is a perspective sketch showing a sug gested method of attaching the elevator crank lever to the leading edge and diagonal stiffening ribs. Let into the sides of the flat crank lever are thin steel plates bent outwards at the bottom and secured to the leading edge by screws and to the ribs by small bolts passing through the ribs, which are here solid. Since in an experimental machine one can never be absolutely certain of perfect balance longitudinally, it will be advisable to secure the tail plane to the body in such a manner that its angle of incidence may be altered. To do this slightly increases the difficulties of attach ment, but the advantage of being able to adjust the angle of the tail makes the extra trouble well worth while. In one of the accompanying illustrations are shown the plates used for this purpose. A short, divided spar— divided in order to fit it in right across the body—runs from the outer edge of one middle longeron to the outer edge of the corresponding one on the other side. This spar is divided near its ends to accommodate the three-ply former. Screwed to this spar are wiring plates of the shape shown in one of the sketches. This plate, it will be seen, has its inner portion shaped like the ordinaly fuselage wir ing plates, while its outer part serves as an anchorage for the inner end of the tail plane spars. On the inner end of the front spar of the tail plane is a plate having two vertical strips running upwards and two running down wards, while in the centre the other parts of the plate are bent inwards to fit over the root of the spar, to which it is secured by screws. The vertical strips, it will be understood, will have to be slightly curved, but not so much as shown in the sketch, which was drawn exag gerated in order to emphasise this point. The curve, in fact, would be struck with the centre of the rear spar as a centre and the distance between front and rear spars— 4 ft. 2 ins.—as a radius. Four short bolts secure the two plates in any desired position, ranging—according to the length of the vertical strips—from about two degrees positive angle of incidence to about two degrees.negative angle. This should be ample for covering the useful range of angles of the tail plane. On account of the variable angle the rear spar of the tail plane will have to be capable of being rotated, although only to a very small extent on account of the ® ® The Roll of Honour. The following casualties in the Expeditionary Force have been reported from General Headquarters to the War Office :— Under date March ist: Missing. Second Lieutenant H. F. Champion, Rifle Brigade, 6th Batt., attached R.F.C. Second Lieutenant L. A. Newbold, Essex Regt. and R.F.C. Died oE Wounds. 2nd Class Air-Mechanic T. F. Wells, Royal Flying Corps. Previously reported Wounded, now reported Died of Wounds. 2nd Class Air-Mechanic H. H. Scruby, Royal Flying Corps. Under date March 3rd : Missing. Lieutenant H. F. Birdwood, 20th London (T.F.), Blackheath and Woolwich, attached R.F.C. Lieutenant C. W. Palmer, Royal Flying Corps. Under date March 4th : Killed. Second Lieutenant T. D. O'Brien, 16th Lancers, attached R.F.C. Wounded. Second Lieutenant R. A. Pierpont, Royal Berkshire Regt. and R.F.C. distance it is from the front spar. The wiring plate and anchorage for the spar can be made the same as for the front spar, but for the plate on the root of the rear spar one shaped as shown in the sketch in the top right-hand corner is suggested. The four bolt holes corresponding to those of the body plate are slightly elongated, so that when the bolts are loosened the spar plate can be slightly twisted in either direction. When the front clips have been bolted up in the new position the bolts of the rear spar are again tightened up. This fitting, while not being strong enough to support an overhanging spar, will be quite good enough if bracing wires are taken from points some distance from the end of the spars to the top and bottom fins respectively. The next thing to be considered is the rudder and the vertical fins. The latter, which consist of a light frame work similar to that of the horizontal tail, are secured at the rear to a divided rudder post of rectangular section ash fitting into an opening cut in the wooden tail piece, in the centre of which the two halves of the rudder post meet, abutting against one another. The bracing wires running to the rear spar of the tail plane will prevent the rudder post from slipping out of the tail piece. The rudder itself consists of a leading edge similar to that of the elevators and of a curved trailing edge, con nected to the former by ribs and diagonal compression members. Again the three-ply wood left over from the fuselage formers will come in useful for the curved trailing edge of the rudder. On account of the small size of these formers the trailing edge of the rudder will probably have to be made up of several pieces, but this is no great disadvantage as a very strong joint can be formed by screwing and glueing. The hinge between the lead ing edge of the rudder and the fin posts is formed by means of eye bolts. Where the tail piece of the body projects behind the rudder post a short piece of three-ply is used, which is, of course, shaped to clear the tail piece by a safe margin. The method of attaching this curved piece of three-ply is shown in one of the smaller illustra tions, which is, I think, self-explanatory. In the same set of sketches is shown the rudder crank lever, which is very similar to that of the elevators, and also how the diagonal compression ribs pass through the longitudinal ribs of the rudder. (To be continued.) ® ® Under date March 6th : Killed. Second Lieutenant II. A. Johnston, Royal Flying Coips. Wounded. Second Lieutenant L. C. Godwin, Royal Flying Corps. Second Lieutenant C. N. Seedhouse, Genetal List and R.F.C. Under various dates: Wounded. Lieutenant C. I. Burrell, R.E., 1st (Newcastle) Northumbrian Field C>. (T.F.) and R.F.C. Lieutenant A. H. Dickinson, N. Cyclist Bn. (T.F.) and R.F.C. Second Lieutenant C. E. H. James, Welsh Regt and R.F.C. The following casualties have been reported from Mesopotamia:— Killed. Second Lieutenant R. H. Peck, Royal Flying Corps. Misting, believed Killed. Captain W. G. Palmer, 113th Inf., attached R.F.C. A correction in the list of casualties in the Indian Expeditionary Force states that: Lieutenant E. C. Braddyll, loth Lancers, attached R.F.C., previously reported Died as Prisoner of War, should read •* Officially reported Died." 217 E 2
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