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Aviation History
1916
1916 - 0525.PDF
JUNK 22, 1916. At least one of the representatives of the arrow biplanes has been described in our columns, i.e., the D.F.W., which was being constructed in this country before the war broke out. Last year we also gave fully illustrated [/ycHf] recommend it from a military point of view, and there is, therefore, no need to enlarge on the subject here. There are, however, points in the construction of the L.V.G. body, which might be of some use to British constructors, and which will therefore be described in detail. In the girder type of body one of the first considerations is the choice of a suitable method of anchoring the diagonal bracing wires. In the majority of machines built in this country the fittings employed for this purpose are of two types—either a steel clip bent so as to surround the body rails and provided with lips for the various wires, or a simple socket into which the strut fits, and which is secured to the rail by cue or more bolts. CHASSIS AND ENGINE OF AN L.V.G. BIPLANE.-Note how the radiator is built into the top place. description ef two of the captured Albatros biplanes, thus bringing our readers' acquaintance with the straight- winged German type up to date. This week we supple ment these with a description of the third remaining type—the L.V.G. biplane. One of the most successful German machines in the races of 1914 was the L.V.G. biplane designed by Mr. Schneider, who is, we believe, a Swiss by birth. It was a machine of this type which won the Prince Henry Race and the Ostmarken Race, and from what we can learn the L.V.G. biplanes have been no less successful as fighting machines than they were in the more peaceful contests before the outbreak of hostilities. Apart from the backward slope of the leading edge of its main planes, the L.V.G. does not differ very greatly from the Albatros biplanes, at any rate as far as outward appearances are concerned. The same rectangular section fuselage which characterises the Albatros is found in the L.Y.G., carrying at the rear a flat stabilising plane of generous proportions, and in front a large water-cooled Mercedes engine. Constructionally, however, the LV.G. does not follow the lines of the Albatros, especially as regards the construction of the body. In the Albatros biplanes, it will be remembered, the body is built up of six rafts, one in each corner of the rectangular body and one half-way up each side. The L.V.G. approaches more to the practice followed in this country and in France, having only four longitudinal rails connected in the usual way by struts, and being braced by diagonal wiring. In our description of the Albatros biplanes we ventured to offer the opinion that the Albatros way of constructing a body had several points to 535 Diagrammatic sketch of the peculiar stepped •//«'•*• of the L.V.G- blpknes. Both forms have their advantages and drawbacks. The clip form of fastening has Un- advantage that it does away with the necessity of piercing the rail, but, on the other hand, from the pilot's seat back to the stem of the body each fitting is different from the one adjoining it on each side on account of the taper which it is usual to give the rail in order to proiiortion it at any point to the work it has to do. This means extra expense and trouble in the Pilot's and gunner's cockpits on a captured L. V.G. biplane. manufacture and erecting, and although attempts have been made to overcome this obstacle by keeping the rails the same thickness from front to back, this only lessens the trouble, but does not overcome it entirely,
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